RFP - Highway 111 Corridor Form Based Code Planning & Engineering Services (Project 2019-05)REQUEST FORPROPOSALS
DEADLINE: JUNE 4, 2020 BY 5PM (PST)
ATTENTION: DANNY CASTRO,
DESIGN AND DEVELOPMENT DIRECTOR
REQUEST FOR PROPOSALS
FOR CITY OF LA QUINTA HIGHWAY 111
CORRIDOR FORM BASED CODE PLANNING
SERVICES & ENGINEERING SERVICES
PROJECT NO. 2019-05
REQUEST FOR PROPOSALS
CITY OF LA QUINTA HIGHWAY 111 CORRIDOR
FORM BASED CODE PLANNING SERVICES and
ENGINEERING SERVICES
PROJECT NO. 2019-05
The City of La Quinta (City) seeks proposals from creative and experienced firms
to assist City staff to perform form based code planning services to include an
instructional presentation on form-based code to the City Council and Planning
Commission and the possible preparation of a form-based code for the Highway
111 Corridor (Corridor). In addition, the City is seeking engineering services to
prepare design concepts and constructible street segments which integrate the
Corridor Plan vision.
BACKGROUND
The Corridor is a two-mile long, 400-acre regional commercial hub at the center
of the City, extending from the western city boundary, just east of Washington
Street, to the eastern city boundary at Jefferson Street. The Corridor is a critical,
centrally located component of intraregional travel through the Coachella Valley
that accommodates 35,000-40,000 vehicles per day. The intersection of Highway
111 and Washington Street in La Quinta is one of the highest volume
intersections in the Coachella Valley, carrying over 70,000 vehicles per day.
The Corridor serves as the City’s economic hub with 75 retail, service, and
restaurant establishments within 21 commercial/office developments that
employ up to 4,000 people. Approximately 78 percent of La Quinta sales tax
revenue is generated by Corridor businesses. Ensuring the Corridor’s economic
resilience is essential to the City’s future.
The City has recently completed a Highway 111 Corridor Plan (Attachment 1),
which contains policies and implementation programs to carry out the vision. The
Corridor Plan suggests that the existing set of regulations that govern the
Corridor, which consist of 11 separate Specific Plans and the zoning codes, be
replaced with one unified, form-based code to implement the community-
supported vision of creating an engaging and inviting place and walkable areas
along the Corridor. The City Council has asked that staff look into form-based
code planning and give an educational presentation to the Council and Planning
Commission to inform these decision makers on form-based codes and how it
could work for developments along the Corridor.
Additionally, the Corridor Plan vision calls for various street improvements to
Highway 111, landscape design and a multi-use trail along the north side of
Highway 111, referred to as the Cultural Trail. The Cultural Trail would serve as
a linear space that integrates biking, pedestrian activity, landscape and public art
into a unique place that can become a signature for the City. The Cultural Trail
would also be connected to the CV Link through north/south connectors between
the two trails. The CV Link is a 50-mile alternative transportation corridor and
recreation pathway for bikes, pedestrians and low speed electric vehicles that
stretches from Palm Springs to Coachella, and will run along the north side of the
Highway 111 Corridor that currently are the back side of existing commercial
buildings. The Corridor Plan envisions buildings potentially fronting the CV Link,
including active uses, parks, and landscape spaces.
SCOPE OF SERVICES
In order to show how form-based codes could work along the Corridor, four
phases of work are anticipated. Phase 1 consists of giving an overview of form-
based codes and citing examples of other Cities where this has worked as well
aspreparing a sample code for one area of the Corridor as a demonstration
project. Phase 2 consists of creation of design concepts for the Corridor including
landscape design guidelines, right of way availability, utility conflicts, roadway level
of service, and business access. Phases 3 and 4 are optional and are contingent upon
City Council and Planning Commission giving direction to prepare a form-based code
for the entire Corridor.
Phase 1 Work Objectives
1. Make a presentation on form-based codes, including a basic explanation of
what form-based codes are, why they are chosen over traditional codes and
examples of how they work in other cities.
2. Review the Specific Plan regulations and underlying zoning for an existing
development (Demonstration Site) along the Corridor. The consultant shall
perform an in-depth review of the Specific Plan regulations and underlying
zoning that pertains to the Demonstration site. The consultant shall also obtain
the Covenants, Conditions & Restrictions (CC&Rs) and analyze how they limit
the land use of the Demonstration site.
3. Create a sample form-based code for the Demonstration site. After evaluating
existing regulations, the consultant shall create a form-based code containing
building form standards, public space standards and a regulating plan which
may incorporate desirable standards as identified in the Highway 111 Corridor
Plan. The consultant shall work with City staff and the owner of the
Demonstration site to determine what standards are desired and would be
beneficial. The creation of a sample form-based code shall include what
amendments are necessary to the current regulations in order to effectuate
the new form-based code.
4. Present findings to City Council and Planning Commission during a joint study
session.
The Highway 111 Corridor Plan envisions the street scape be redesigned to encourage
vibrant and walkable areas with links to the future CV Link Corridor. Specifically, the
plan suggests the arterial maintain three travel lanes in each direction while reducing
the curb to curb width from 125 feet to 115 feet, the addition of parallel parking on
both sides withintermittent bulb outs between the parallel parking, the addition of
bioswale areas along the southside of the street, the addition of a cultural multi-use
trail along the northside of the street, and the installation of ample trees and rich
enhanced landscaping. During Phase 2 the Consultant will develop design concepts
for the entire corridor which integrate the proposed codes and direct the Corridor
Plan vision in a phased logical constructible manner. Concept plan objectives will
maintain vehicular Level of Service (LOS) and ensure economic factors of the corridor
are not adversely affected.
Phase 2 Work Objectives
1. Prepare design concepts which consider the engineering challenges associated
with the Highway 111 Corridor Plan complete streets vision. Design concepts
will address each of the vision components of the Corridor Plan, enhanced
landscaping, right of way availability, utility conflicts, roadway level of service,
business access, etc.
2. Prepare typical sections and elevations for each constructible segment
suggested by the design concepts developed .
Phase 3 Work Objectives (Optional)
1. Prepare a grant application for submittal to the appropriate cycle of the
Advanced Transportation Program (ATP), including all exhibits, estimates,
schedule, and other relevant attachments.
2. Prepare the Engineered Plans, Specifications, and Estimates (PS&E) for the
Form-Based Demonstration Project identified in Phase 1.
• Plans will likely include, but may not be limited to: Title Sheet, General
Plan/Notes Sheet(s), Demolition/Removal Plan, Plan and Profile Sheet(s)
(including grading and drainage modifications), Detail Sheet(s), Staging
Plans, Signal Modification Sheet(s), Signing and Striping Sheet(s), and
Landscape and Irrigation Sheet(s).
• Project Estimate should identify appropriate bid items and quantities. Costs
should be based on the historical cost index associated with the identified
bid items.
• Project Specifications and Bid Documents will likely include the detailed
project description, preparation of bid schedules, bid item descriptions,
payment methods, special provisions, technical specifications, and any
specification detail sheets or standard plans.
• Consultant shall provide any auxiliary information as required for the design
including, but not limited to, topographical survey, base maps, utility atlas
information, and any necessary Environmental Document or Permits.
Phase 4 Work Objectives (Optional)
1. Prepare form-based code for the entire Corridor, or a phased approach as
development occurs. Should the City Council and Planning Commission direct
staff to prepare a form-based code, the consultant shall prepare a form-based
code for the entire Corridor using the recommendations in the Highway 111
Corridor Plan. The code shall address building form standards, public space
standards and a regulating plan incorporating desirable design and
development standards. The code shall also incorporate the design concepts
from Phase 2 to ensure cohesiveness between the public and private realms.
2. As part of the code preparation effort, the consultant shall also prepare
amendments for the repeal of the eleven Specific Plans along the Corridor if so
directed by City Council and Planning Commission.
MATERIALS TO BE PROVIDED BY CITY
The selected consultant will be provided with appropriate documentation of applicable
zoning ordinances, design manuals, aerial photos, maps, and site plans, including the
Highway 111 Design Guidelines, Specific Plans, the Washington Street & Highway
111 TSM/TDM Corridor Study (Attachment 2) and the Highway 111 Corridor Plan.
Most of these documents are currently available on the Planning Division section of
the City’s website at www.laquintaca.gov. The Highway 111 Corridor Plan is available
at www.hwy111lq.com.
SELECTION CRITERIA AND PROCESS
Qualifications
This project will require the services of a multi-disciplinary team of skilled and capable
professional with backgrounds in community-based urban design, land use, real-
estate economics and economic development, redevelopment, mobility, and
engineering for “complete streets” infrastructure. The successful firm shall be
expected to demonstrate that it possesses the following qualifications:
• Capability to competently manage the described project, including
demonstrated experience of having successfully completed similar projects;
• Ability to form a project team consisting of capable professionals with all
disciplines needed for the job, having adequate resources to successfully
complete the project in a timely manner, including a specific commitment as
to the time each team member can allocate to the project;
• A superior level of commitment to the goals and objectives of the project;
• The ability to collaborate in a responsive and cooperative manner, highlighting
examples of similar situations;
• Sensitivity to the needs of the public, property owners, and local businesses;
• Ability to design and combine detailed engineering concepts and attractive
architectural criteria with effective development standards;
• Adequate resources to successfully complete the project in a timely manner,
including a specific commitment as to the time each team member can allocate
to the project;
• High level of commitment to the goals and objectives of the project;
• Ability to work in a responsive and cooperative manner with the City and public
and highlight examples of similar situations;
• Successful experience in facilitating charrettes, workshops, community
meetings, etc., that involved complex and potentially controversial topics
and/or issues.
• Experience in leading multimodal planning initiatives including forecasting and
planning for emerging technologies such as autonomous vehicles.
Consultant Selection
Proposals received by the deadline will be reviewed by a selection committee
comprised of City staff. Interviews will be held with the top-rated firms. Based on
the total evaluation process, the selection committee will recommend one firm (and
an alternate). The City will negotiate a contract with the top ranked firm. The
successful consultant must enter into the City Agreement for Contract Services
(Attachment x). Should negotiation with the top-ranked firm dissolve, the City will
open the Cost Proposal and begin contract negotiations with the second ranked firm,
and so forth until an agreement is reached.
Selection of the consultant will be based upon the materials submitted in the Work
Proposal according to the following criteria:
• Method of approach, both analytical and creative
• Experiences, qualifications, and resources of firm, including experience with
similar projects
• Responsiveness to the RFP, including thoroughness, comprehensiveness,
adequacy, clarity, and quality of information provided
• Understanding of the Scope of Work
• Cost of services
• Allocation of experiences senior level staff to the project
• Ability to comply with the proposed performance schedule
• Knowledge and familiarity with the community, local and regional planning
issues
• Knowledge and familiarity with “complete streets” engineering concepts and
project development
SUBMITTAL
All proposals shall be received by the Design and Development Department no later
than 5:00 p.m. PST, Thursday June 4, 2020 to:
Danny Castro, Design and Development Director
City of La Quinta
78-495 Calle Tampico
La Quinta, CA 92247-1504
All questions regarding this request for proposals shall be submitted in writing no
later than 5:00 p.m. PST on May 28, 2020 and be directed to:
Danny Castro, Design and Development Director Via email to:
dcastro@laquintaca.gov
All proposals submitted shall, at a minimum, contain the following information and
materials in the following format:
Work Proposal (Envelope 1) – Five (5) copies and one (1) electronic PDF via
USB
Submit five (5) hard copies and one (1) electronic PDF via USB drive of a Work
Proposal, limited to a maximum of 25 pages. Materials pertaining to the Work
Proposal shall be included in an envelope with the words “Work Proposal” clearly
marked on the envelope. The Proposals shall, at a minimum, consist of the following
information:
1. Cover Letter
a.) Name, address, and phone number of the contact person for the
remainder of the selection process.
b.) Any qualifying statements or comments regarding the proposal and the
firm’s capability, relevant to the information provided in the RFP.
c.) Identification of any sub-contractors and their responsibilities.
2. Statement of Qualifications
a.) Names and qualifications of all project team members and sub-
contractors and their assignments for the project. Those named must
be those who will participate in the project if selected.
b.) List of references reflecting previous experience in similar projects.
c.) Resume of the project manager and all project team members who will
work on the project. (Not counted towards the 25 pages)
3. Project Understanding and Approach
a.) A description of the team’s understanding of the project and how the
project team will approach project development.
b.) Provide samples of related area plans, design guidelines or specific plans
from comparable cities, including approach, organization and design.
(Not counted towards the 25 pages)
4. Scope of Work
a.) A discussion of the method of approach, analysis and skills provided.
b.) A description of the tasks, sub tasks, and specific deliverables that will
be provided.
c.) A clear identification of cooperation and responsibilities between the
consulting team and City staff.
d.) Any other pertinent information deemed appropriate by the applicant.
5. Schedule/Timeline
Proposals must include an estimated work schedule of actions or timeline with phased
milestones, covering the entire process for development of the Area Plan. The
Planning Commission meets on the second and fourth Tuesdays of the month. The
City Council meets on the first and third Tuesdays of the month.
6. References
Provide a minimum of three (3) client references from city governments within
California, for whom the consultant has previously had contracts with for the
provision of similar services within the last five (5) years. Each reference shall include
the complete contact information for the key city staff directly involved with the
project.
7. Appendices (Does not count towards 25 page maximum)
(a) Signed Non-Collusion Affidavit Form (Attachment 4)
(b) Insurance Acknowledgement - signed acknowledgement(s)
through which each insurance carrier that will issue any policy
required in the Insurance Provisions, shall acknowledge, warrant
and represent that it possesses the ability to and shall furnish all
the insurance endorsements prescribed in the Insurance
Provisions.
(c) Additional supporting documentation
Cost Proposal (Envelope 2) – Two (2) copies
The consultant is to submit two (2) copies of a detailed cost proposal for all services
and materials including the firm’s direct and indirect rate (with overhead). Personnel
hours and extended billing rates per classification of personnel will be indicated for
each task and/or sub task defined therein. The consultant shall determine a not-to-
exceed allowance for reimbursements included within the cost proposal.
Materials pertaining to the Cost Proposal shall be included in an envelope with the
words “Cost Proposal” clearly marked on the envelope.
CITY RIGHTS AND OPTIONS
This solicitation does not commit the City to award a contract, to pay any cost
incurred with the preparation of the proposal, or to procure or contract for services
or supplies. The City reserves the right to accept or reject any or all submittals, to
negotiate with any qualified source, or cancel in whole or part this process if it is in
the best interest of the City to do so. Subsequent to negotiations, prospective
consultants may be required to submit revisions to their proposals. All proposers
should note that any contract pursuant to this solicitation is dependent upon the
recommendation of the City staff and the approval of the City Council.
The City reserves the right to postpone selection for its own convenience, to withdraw
this Request for Proposal at any time, and to reject any and all submittals without
indicating any reason for such rejection. As a function of the RFP process, the City
reserves the right to remedy technical errors in response to the RFP and to modify
the published scope of services. The City will reserve the right to request that specific
personnel with specific expertise be added to the team, if the City determines that
specific expertise is lacking in the project team. Statements and other materials
submitted will not be returned.
The City reserves the right to abandon this RFP process and/or change its
procurement process for the contract at any time if it is determined that
abandonment and/or change would be in the City’s best interest. In the event of an
abandonment or change, the City will not be liable to any contractor for any costs or
damages arising out of its response to the RFP.
INSURANCEThe successful contractor will be required to comply with the following
Contract Insurance requirements:
• Commercial General Liability (at least as broad as ISO CG 0001)
o $1,000,000 (per occurrence)
o $2,000,000 (general aggregate)
o Must include the following endorsements:
General Liability Additional Insured
General Liability Primary and Non-contributory
• Commercial Auto Liability (at least as broad as ISO CA 0001)
o $1,000,000 (per accident)
o Personal Auto Declaration Page if applicable
• Errors and Omissions Liability
o $1,000,000 (per claim and aggregate)
• Workers’ Compensation (per statutory requirements)
o Must include the following endorsements:
Workers Compensation with Waiver of Subrogation
Workers Compensation Declaration of Sole Proprietor if applicable
ATTACHMENTS:
Attachment 1: Highway 111 Corridor Area Plan
Attachment 2: Washington Street & Highway 111 TSM/TDM Corridor Study
Attachment 3: Draft Agreement for Contract Services
Attachment 4: Non-Collusion Affidavit Form
Final
Report
Washington Street & Highway 111 TSM/TDM
Corridor Study
September 30, 2010
ATTACHMENT 2
Washington Street & Highway 111 TSM/TDM
Corridor Study
Submitted to:
City of La Quinta
Nick Nickerson
P.O. Box 1504
La Quinta, CA 92247
(760) 777-7088
Submitted by:
VRPA Technologies, Inc.
Georgiena Vivian
4630 W Jennifer
Fresno, CA 93722
(559) 271-1200
September 30, 2010
i
TABLE OF CONTENTS
SECTION PAGE
Executive Summary..................................................................................................................................E-1
Study Purpose.......................................................................................................................................E-1
Study Goals .........................................................................................................................................E-3
Why TSM/TDM Is Important..................................................................................................................E-3
Alternative Mode Benefits......................................................................................................................E-4
Existing and Future TSM Conditions .....................................................................................................E-4
Future (Year 2015) TSM Analysis..........................................................................................................E-7
Future Build (Year 2015 With Improvements) TSM Alternatives............................................................E-8
Recommended TSM Alternative............................................................................................................E-9
Other Future Year 2015 Recommended Intersection Improvements.....................................................E-9
Project Cost and Funding Sources........................................................................................................E-9
Existing and Future TDM Future Conditions....................................................................................... E-11
Chapter 1 - Introduction...........................................................................................................................1-1
Study Values .........................................................................................................................................1-1
Study Goals and Objectives ..................................................................................................................1-2
Study Approach.....................................................................................................................................1-4
Project Development Team (PDT).........................................................................................................1-4
Study Area.............................................................................................................................................1-5
Study Area Statistics..............................................................................................................................1-5
Data Collection Process ........................................................................................................................1-7
Chapter 2 – Transportation Systems Management (TSM) Study ..........................................................2-1
What is TSM?........................................................................................................................................2-1
Existing Study Area Intersections and Segments..................................................................................2-1
Existing Traffic and Pedestrian Counts..................................................................................................2-7
Existing Intersection and Segment Level of Service..............................................................................2-7
Future (Year 2015) – TSM Analysis.....................................................................................................2-27
Future No Build (Year 2015 Without Improvements) Traffic Volumes .................................................2-30
Future No Build (Year 2015 Without Improvements) Intersection and Segment Level of Service.......2-30
Future No Build (Year 2015 Without Improvements) Intersection and Segment Level of Service
Analysis..........................................................................................................................2-30
Future No Build (Year 2015 Without Improvements) Intersection Capacity Analysis – Findings
and Conclusions.............................................................................................................2-30
Future No Build (Year 2015 Without Improvements) Scenario Segment Level of Service
Analysis..........................................................................................................................2-44
Future No Build (Year 2015 Without Improvements) Scenario Segment Level of Service
Findings..........................................................................................................................2-44
Future Build (Year 2015 With Improvements) TSM Alternatives...........................................................2-48
Recommended TSM Alternative...........................................................................................................2-54
Other Future Year 2015 Recommended Intersection Improvements....................................................2-54
Project Costs and Funding Sources.....................................................................................................2-55
Chapter 3 – Transportation Demand Management (TDM) Study ..........................................................3-1
What is TDM?........................................................................................................................................3-1
ii
Existing TDM Conditions .......................................................................................................................3-2
Future TDM Conditions........................................................................................................................3-15
TDM Recommendations......................................................................................................................3-16
FIGURES
FIGURES PAGE
Figure E-1: Washington/Hwy 111 TDM/TSM Corridor Study Study Area Boundary...................................E-2
Figure E-2: Key Intersections/Attached Segments - Washington Corridor Study Area
Ave 48 to Fred Waring Drive...........................................................................................E-5
Figure E-3: Key Intersections/Attached Segments - Washington Corridor Study Area
Fred Waring Drive to I-10 WB Ramps.............................................................................E-6
Figure 1: Washington/Hwy 111 TDM/TSM Corridor Study Study Area Boundary.......................................1-6
Figure 2: Key Intersections/Attached Segments - Washington Corridor Study Area
Ave 48 to Fred Waring Drive............................................................................................2-5
Figure 3: Key Intersections/Attached Segments - Washington Corridor Study Area
Fred Waring Drive to I-10 WB Ramps...............................................................................2-6
Figure 4: Existing Lane Geometry............................................................................................................2-11
Figure 5: Existing (2009) PM Peak Hour Count/LOS...............................................................................2-15
Figure 6: Average Daily Traffic/Level of Service (LOS) Washington Corridor Study Area
Ave 48 to Fred Waring Drive..........................................................................................2-25
Figure 7: Average Daily Traffic/Level of Service (LOS) Washington Corridor Study Area...............................
Fred Waring Drive to I-10 WB Ramps............................................................................2-26
Figure 8: No Build Lane Geometry...........................................................................................................2-32
Figure 9: No Build (2015) PM Peak Hour Counts/LOS.............................................................................2-36
Figure 10: No Build ADT Washington Corridor Study Area Ave 48 to Fred Waring Drive ........................2-46
Figure 11: No Build ADT Washington Corridor Study Area Fred Waring Drive to I-10 WB Ramps ..........2-47
Figure 12: Alternative 1 Recommendations - Washington Street/Highway 111……………………………..2-48
Figure 13: Alternative 1 Recommendations - Washington Street/Highway 111…………………………… .2-48
Figure 14: Alternative 2 Recommendations - Washington Street/Highway 111 Traffic Rerouting……….. 2-50
Figure 15: Alternative 3 Recommendations - Washington Street/Highway 111 Traffic Rerouting…………2-52
Figure 3-16: La Quinta Site Specific Issues.............................................................................................3-52
Figure 3-17: La Quinta Site Specific Issues.............................................................................................3-53
Figure 3-18: La Quinta Site Specific Issues.............................................................................................3-54
i
TABLE OF CONTENTS
SECTION PAGE
Executive Summary..................................................................................................................................E-1
Study Purpose.......................................................................................................................................E-1
Study Goals .........................................................................................................................................E-3
Why TSM/TDM Is Important..................................................................................................................E-3
Alternative Mode Benefits......................................................................................................................E-4
Existing and Future TSM Conditions .....................................................................................................E-4
Future (Year 2015) TSM Analysis..........................................................................................................E-7
Future Build (Year 2015 With Improvements) TSM Alternatives............................................................E-8
Recommended TSM Alternative............................................................................................................E-9
Other Future Year 2015 Recommended Intersection Improvements.....................................................E-9
Project Cost and Funding Sources........................................................................................................E-9
Existing and Future TDM Future Conditions....................................................................................... E-11
Chapter 1 - Introduction...........................................................................................................................1-1
Study Values .........................................................................................................................................1-1
Study Goals and Objectives ..................................................................................................................1-2
Study Approach.....................................................................................................................................1-4
Project Development Team (PDT).........................................................................................................1-4
Study Area.............................................................................................................................................1-5
Study Area Statistics..............................................................................................................................1-5
Data Collection Process ........................................................................................................................1-7
Chapter 2 – Transportation Systems Management (TSM) Study ..........................................................2-1
What is TSM?........................................................................................................................................2-1
Existing Study Area Intersections and Segments..................................................................................2-1
Existing Traffic and Pedestrian Counts..................................................................................................2-7
Existing Intersection and Segment Level of Service..............................................................................2-7
Future (Year 2015) – TSM Analysis.....................................................................................................2-27
Future No Build (Year 2015 Without Improvements) Traffic Volumes .................................................2-30
Future No Build (Year 2015 Without Improvements) Intersection and Segment Level of Service.......2-30
Future No Build (Year 2015 Without Improvements) Intersection and Segment Level of Service
Analysis..........................................................................................................................2-30
Future No Build (Year 2015 Without Improvements) Intersection Capacity Analysis – Findings
and Conclusions.............................................................................................................2-30
Future No Build (Year 2015 Without Improvements) Scenario Segment Level of Service
Analysis..........................................................................................................................2-44
Future No Build (Year 2015 Without Improvements) Scenario Segment Level of Service
Findings..........................................................................................................................2-44
Future Build (Year 2015 With Improvements) TSM Alternatives...........................................................2-48
Recommended TSM Alternative...........................................................................................................2-54
Other Future Year 2015 Recommended Intersection Improvements....................................................2-54
Project Costs and Funding Sources.....................................................................................................2-55
Chapter 3 – Transportation Demand Management (TDM) Study ..........................................................3-1
What is TDM?........................................................................................................................................3-1
ii
Existing TDM Conditions .......................................................................................................................3-2
Future TDM Conditions........................................................................................................................3-15
TDM Recommendations......................................................................................................................3-16
FIGURES
FIGURES PAGE
Figure E-1: Washington/Hwy 111 TDM/TSM Corridor Study Study Area Boundary...................................E-2
Figure E-2: Key Intersections/Attached Segments - Washington Corridor Study Area
Ave 48 to Fred Waring Drive...........................................................................................E-5
Figure E-3: Key Intersections/Attached Segments - Washington Corridor Study Area
Fred Waring Drive to I-10 WB Ramps.............................................................................E-6
Figure 1: Washington/Hwy 111 TDM/TSM Corridor Study Study Area Boundary.......................................1-6
Figure 2: Key Intersections/Attached Segments - Washington Corridor Study Area
Ave 48 to Fred Waring Drive............................................................................................2-5
Figure 3: Key Intersections/Attached Segments - Washington Corridor Study Area
Fred Waring Drive to I-10 WB Ramps...............................................................................2-6
Figure 4: Existing Lane Geometry............................................................................................................2-11
Figure 5: Existing (2009) PM Peak Hour Count/LOS...............................................................................2-15
Figure 6: Average Daily Traffic/Level of Service (LOS) Washington Corridor Study Area
Ave 48 to Fred Waring Drive..........................................................................................2-25
Figure 7: Average Daily Traffic/Level of Service (LOS) Washington Corridor Study Area...............................
Fred Waring Drive to I-10 WB Ramps............................................................................2-26
Figure 8: No Build Lane Geometry...........................................................................................................2-32
Figure 9: No Build (2015) PM Peak Hour Counts/LOS.............................................................................2-36
Figure 10: No Build ADT Washington Corridor Study Area Ave 48 to Fred Waring Drive ........................2-46
Figure 11: No Build ADT Washington Corridor Study Area Fred Waring Drive to I-10 WB Ramps ..........2-47
Figure 12: Alternative 1 Recommendations - Washington Street/Highway 111……………………………..2-48
Figure 13: Alternative 1 Recommendations - Washington Street/Highway 111…………………………… .2-48
Figure 14: Alternative 2 Recommendations - Washington Street/Highway 111 Traffic Rerouting……….. 2-50
Figure 15: Alternative 3 Recommendations - Washington Street/Highway 111 Traffic Rerouting…………2-52
Figure 3-16: La Quinta Site Specific Issues.............................................................................................3-52
Figure 3-17: La Quinta Site Specific Issues.............................................................................................3-53
Figure 3-18: La Quinta Site Specific Issues.............................................................................................3-54
iii
TABLES
TABLES PAGE
Table E-1: Reccomended TSM Improvements - Cost Estimates and Potential Funding Sources............E-10
Table 1: Washington/Hwy 111 TSM/TDM Corridor Study Adjacent City Demographics.............................1-7
Table 2: Signalized Intersections Level of Service Definitions....................................................................2-8
Table 3: Unsignalized Intersections Level of Service Definitions................................................................2-9
Table 4: Washington/Hwy 111 TSM/TDM Corridor Existing Intersection LOS..........................................2-10
Table 5: Segment Level of Service Definitions.........................................................................................2-23
Table 6: Washington/Hwy 111 TSM/TDM Commercial Corridor Existing Segment Capacity Analysis.....2-24
Table 7: Washington/Hwy 111 TSM/TDM Corridor No Build Intersection LOS.........................................2-40
Table 8: Washington/Hwy 111 Commercial Corridor No Build Segment Capacity Analysis.....................2-45
Table 9: Washington/Hwy 111 TSM/TDM Corridor Study Alternative 1 Build Intersection LOS...............2-49
Table 10: Washington/Hwy 111 TSM/TDM Corridor Study Alternative 2 Build Intersection LOS .............2-51
Table 11: Washington/Hwy 111 TSM/TDM Corridor Study Alternative 3 Build Intersection LOS .............2-53
Table 12: Recommended TSM Improvements.........................................................................................2-56
Table 13: Washington/Hwy 111 TSM/TDM Corridor Study Existing TDM Conditions.................................3-9
Table 14: Transit System Improvements..................................................................................................3-19
Table 15: Enhanced Vehicle Occupancy..................................................................................................3-24
Table 16: Alternative Work Schedules and Telecommuting .....................................................................3-28
Table 17: Non-motorized and Mode Shift.................................................................................................3-33
Table 18: Parking Management................................................................................................................3-39
Table 19: Land Use and Development Policies........................................................................................3-44
Table 20: Aerial Photo Mapping by Local Agency....................................................................................3-51
iv
APPENDICES
APPENDICES PAGE
A: Appendix A - Project Development Team Membership Project Team Staff A-1
B: Appendix B - Existing Traffic Count Data B-1
C: Appendix C - Existing Pedestrian Count Data C-1
D: Appendix D - Intersection LOS Worksheets D-1
E: Appendix E - Segment LOS Capacities E-1
F: Appendix F – Aerial Locations – Other Recommended Improvements F-1
G: Appendix G – Site Specific Issues – Various Jurisdictions G-1
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-1
Executive Summary
The Washington Street and Highway 111 corridors in the Study Area (reference Figure E-1) continue to
experience significant growth in both population and employment. While this growth has brought with it
many benefits, it has also dramatically increased travel demand along the corridors, particularly at the
Highway 11/Washington Street intersection. To address the impacts of this growth, the City of La Quinta,
in cooperation with other adjacent jurisdictions (Cities of Palm Desert, Indian Wells, and Indio, and the
County of Riverside) and the Coachella Valley Association of Governments (CVAG), commissioned
development of Transportation System Management/Transportation Demand Management (TSM/TDM)
Solutions for the Washington Street and Highway 111 corridors.
Study Purpose
Traffic volumes along portions of the Highway 111 and Washington Street corridors have increased over
the past few years, particularly along the north and east legs of the Washington Street and Highway 111
intersection. Retail developments, which tend to draw traffic from a much wider area including nearby
cities, have also increased peak hour volumes within these corridors. Of particular concern are the
intersections at Highway 111 at Washington Street and Washington Street at Fred Waring Drive.
Additional widening of these intersections is less than desirable due to the acquisition of right-of-way that
would impact adjacent businesses.
Because the population in the region is predicted to continue to increase, so will the congestion levels
along the corridors and at it critical intersections. Transportation officials in each of the affected
jurisdictions recognize that the congestion forecasted within the Study Area cannot be effectively managed
by building additional highway lanes and other facility improvements alone. There is a growing awareness
that new approaches are needed to manage congestion. The focus of this study is on providing reasonable
mobility rather than continuing to serve auto trips. This study examines the need to “integrate” the
Coachella Valley region’s transportation facilities and services into a coordinated, multimodal system that
includes innovative transportation technologies and applications. This approach is consistent with experiences
and study findings in other high growth regions around the country. Many of these regions are grappling with the
same issues as in the Coachella Valley. While congestion in this region may not be eliminated, or significantly
reduced, it can be "better-managed".
There are many strategies that can be combined and coordinated to reduce the region's reliance on the
single occupant vehicle. Some of these strategies can ensure a faster, more reliable trip time compared to
travel in frequently congested travel lanes. There are also strategies that can lessen the inevitable
deterioration of level of service and mobility on the highway system. This study explores those options.
The overall approach to managing congestion must be multi-faceted to achieve a cumulative and
synergistic effect with noticeable, positive impacts. An example of a synergistic system using coordinated
congestion management tools is an incentives program offered by employers to encourage ridesharing
combined with preferential parking to make ridesharing rapid and convenient. Each strategy (carpooling
and parking) by itself would have limited impacts on congestion, but used in concert with each other and
with multiple strategies, the impact can be much greater.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-2
Study Area Boundary
Wash ingt on & Hwy 111 TS M/TDM C orridor Study Fig ure E -1
Avenue 50
Avenue 48
Highway 111
10
10 86
Fred Waring Drive
Miles Avenue
Westward Ho DriveWashington StreetWashington StreetAdams StreetAdams StreetDune Palms RoadJefferson Street42nd Avenue
Country Club Drive
41st Avenue
40th Avenue
Varner Road
Indio BlvdDarby Road
Palm Royale Drive
N
S
W E
Not to Scale
Study Area
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-3
There is a need to embrace the opportunity to manage existing and projected congestion levels along the
corridors to meet the requirements set forth in Assembly Bill 32 and Senate Bill 375. These requirements
may ultimately result in mandated improvements to improve air quality and reduce global warming. The
opportunity to plan and implement a coordinated TSM/TDM program consistent with broader community
goals is now. The option may be sanctions that limit certain types of transportation improvements and the
opportunities for economic growth that depend on a good transportation system.
Study Goals
The overarching goal of the Washington Street/Highway 111 TSM/TDM Corridor Study is to evaluate the
existing transportation network and to determine how future improvements may be developed to serve
existing and future transportation needs. It will be especially important to accommodate the projected
traffic volumes in the manner best suited for the corridor. The time is now to make decisions about these
vital transportation corridors. This Study provides a base of data to make decisions about that future. The
following set of goals and objectives were applied to develop the Study and will measure the overall
success of the Study as it is implemented over time. Managing both the demand and existing supply of
transportation infrastructure represents all of the actions that the affected agencies may take to complement major
new infrastructure investments to achieve the goals of this Study.
Why TSM/TDM Is Important
The mobility and economic vitality of the Study Area is of critical importance to its communities, the Coachella Valley,
and the State as a whole. In addition, because the corridor includes Highway 111, a majority of the Coachella Valley
will be impacted by the transportation improvements proposed. The ability to move safely and efficiently through the
corridors will influence the competitive position of businesses located in the area and in the region. Transportation
improvement alternatives and TDM strategies must respond to a variety of regional and local needs including:
Reduction in peak hour congestion along Washington Street and Highway 11, as well as other affected streets
and roads
Improved connectivity
Enhanced access within the Coachella Valley to/from the Study Area
Increased opportunities for alternative modes
Expanded interregional transit service
In addition to these regional benefits, a variety of related local concerns must be addressed. Not the least among
them is the need to carefully plan and design transportation solutions that thoughtfully accommodate pedestrian and
bicycles along with automobiles, buses, trucks, and other vehicles. Other local concerns relate to coordination with
economic development initiatives, local activity centers, and protection and enhancement of the neighborhood
environment. With increasing traffic congestion, travel by private automobile is becoming increasingly time
consuming and unpredictable, affecting our quality of life. Congestion on area roadways constrains the ability of
people and goods to move easily, affecting the economic attractiveness of the Valley and the quality of life of its
residents and workers.
The average commute along the corridors will lengthen over time. This increase will add to daily congestion costs.
The root cause of traffic congestion – too many vehicles crowding available road space and a lack of travel options
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-4
giving people choices. Auto-oriented development has caused valuable funding resources to be allocated to roads
and parking. Goods are also vulnerable to traffic delays, and congestion’s growing effects are making the Valley’s
businesses increasingly concerned about their costs and their competitiveness. Changes in business activities have
led to a need for more road space. Our current reliance on roads and highways is not sustainable. We need to
reduce our reliance on the automobile and, with continued worsening of congestion levels; there is an increasing
opportunity for alternative modes (and transit in particular) to play key roles in moving people in and around the
Coachella Valley.
Alternative Mode Benefits
We have also come to understand that we cannot solve congestion in anything more than the short-term merely by
building more roads. To effectively solve congestion in the long-term, we must promote a balanced transportation
network that can work effectively for goods movement and for personal and business travel. To maximize this
effectiveness, our transportation network must offer choice: a choice of routes for short and long trips, or for truck and
neighborhood traffic; a choice of non-motorized travel and routes for recreation or for shorter trips; and a choice of
modes for all trips as an alternative for those who cannot or choose not to drive a car for some or all of their daily
travel needs. Transit can be a valuable complement to other travel options in the daily lives of Coachella Valley
residents: pedestrians can hop on transit to save time and effort, cyclists can park their bikes at the stop or even
bring them on board, and long-distance commuters can park and ride to work. Many people rely on a range of travel
options, and will make different choices depending on trip purpose and length, weather, family needs or other factors.
This Study has taken a balanced approach to the development of the transportation network and the availability of
alternative choices for commuters, for students, for seniors, for work trips, for shopping trips; for school trips and
medical trips. When looking for alternatives to the personal automobile, it is important to present a range of options
for personal choice but clearly, in terms of the impact on the overall network, transit, walking, and biking are and will
be the most important alternatives for the broadest range of trips in, from and through the Study Area.
Existing and Future TSM Conditions
Chapter 2 provides an overview of existing and future TSM conditions within the Study Area.
Transportation System Management (TSM) is defined as a program to reduce demand on, and increase
capacity of, the existing transportation system through better and more efficient use. Specifically, TSM is
an integrated program to optimize the performance of existing infrastructure through the implementation of
systems, services, and projects designed to preserve capacity and improve security, safety, and reliability.
Existing Intersection Level of Service
A total of 40 intersections along the Washington Street and Highway 111 corridors were studied, as well as
48 street and highway segments. Study Area intersections and roadway segments are shown in Figures E-
2 and E-3 and are further described in Chapter 2. The intersections and segments were identified in
consultation with the PDT.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-5
N
S
W E
Not to Scale
Hwy-111
Hwy-111
Ave 48
Westward Ho Dr
Miles Ave
Fred Waring Dr
Adams StreetDune Palms RdJefferson StWashington StreetAve 47Warner TrailMountain Cove DrSim on DrPlaza la QuintaPalm Royale DrLa Quinta CentreLa Quinta DriveDepot DrivePebbl e Beach
Dr ive
Figure 2Key Intersections/Attached Segments
Washington Corridor Study Area
Ave 48 to Fred Waring Drive
Legend
Key Intersections
Channel Dr
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-6
Key Intersections/Attached Segments
Along Washington Corridor
Fred Waring Drive to I-10 WB Ramps Figure 3
Fred Waring Dr
Darby Rd
Palm Royale
Warner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
Indio Blvd
41st Avenue
Jefferson StN
S
W E
Not to Scale
Dune Palms RdAve of the States
Harris LaneParkCenter DrLegend
Key Intersections
I-10
Figure E-2
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-7
Intersection level of service analysis was conducted using the Synchro Signal Timing Program. Levels of
Service can be determined for both signalized and unsignalized intersections. Thirty nine (39) of the Study
intersections are currently signalized and one (1) is unsignalized. Referencing Table 4 in Chapter 2, a
majority of the intersections are operating at LOS A through C, and three (3) are operating at LOS D
(Washington at 42nd, Washington at Country Club Drive, and Jefferson at Highway 111). The minimum
LOS standard is LOS D. Only one (1) intersection (Washington at 41st) is operating below the minimum
standard or at LOS F.
Existing Segment Level of Service Findings
Under existing conditions most of the segments in the Study Area are operating at acceptable Levels of
Service (reference Figures 6 and 7 in Chapter 2. The following segments within the Study Area are
currently operating at LOS E or below the minimum LOS standard of D:
LOS E
Washington Street
Varner Road to I-10 EB Ramps
Future (Year 2015) – TSM Analysis
Chapter 2 also provides a review of the intersections and segments studied in the future (Year 2015), a
review of the same intersections and segments in the Year 2015 assuming that no additional street and
road improvements will be made within the Study Area (No Build scenario), and a review of the same
intersections and segments in the Year 2015 (Build scenario) assuming that additional street and road
improvements will be made along the corridors. For the Build scenario, several street and road
improvement alternatives were analyzed with the goal of reducing existing and projected LOS deficiencies
and improving traffic flow in the Study Area. The alternatives included the following:
Future No Build (Year 2015 Without Improvements) Intersection Level of Service
Intersection LOS results are shown graphically in Figures 9a through 9d and displayed in Table 7 in
Chapter 2. Intersection LOS results for the Washington Street and Highway 111 corridors is provided
below. Intersection results for other Study Area corridors are provided in Chapter 2.
Washington Street Corridor
Fourteen intersections along the Washington Street north/south corridor were analyzed in order to identify
the average delay experienced by vehicles during the PM peak hour. Of the fourteen intersections studied,
five intersections (see below) will operate at or below the LOS standard of D for the City of La Quinta. The
intersections of Washington Street at Highway 111, 42nd Avenue, and Fred Waring Drive will operate at
LOS E and exceed the City of La Quinta’s LOS standard of D. Based on the 2000 HCM, LOS E describes
operations at or near capacity. This level is considered by many agencies to be the limit of acceptable
delay.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-8
These high delay values generally indicate poor gaps for the minor street to cross and large queues. The
intersections of Washington Street at Varner Avenue and 41st Avenue will operate at LOS F in the PM peak
hour. Based on the 2000 HCM, LOS F describes operations that are at the failure point.
Highway 111 Corridor
Eleven intersections along the Highway 111 east/west corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. Of the eleven intersections studied, one
intersection (see below) will operate at or below the LOS standard of D for the City of La Quinta. The
intersection of Highway 111 at Washington Street is operating at LOS E in the PM peak hour. Based on
the 2000 HCM, LOS E describes operations at or near capacity. This level is considered by many agencies
to be the limit of acceptable delay. These high delay values generally indicate poor gaps for the minor
street to cross and large queues.
Future No Build (Year 2015 Without Improvements) Scenario Segment Level of Service Analysis
Segment LOS is important in order to understand whether the capacity of a roadway can accommodate
future traffic volumes. Under Future No Build (no improvements to the street and highway segments)
conditions most of the segments in the Study Area will operate at acceptable Levels of Service. The
following segments will operate at LOS E or F:
LOS E
Highway 111 – Mountain Cove Dr to Plaza La Quinta
Washington Street
Avenue 47 to Avenue 48
Miles Avenue to Fred Waring Drive
LOS F
Highway 111 – West of Miles to Mountain Cove Dr
Washington Street
Varner Road to Country Club Drive
Future Build (Year 2015 With Improvements) TSM Alternatives
Three TSM alternatives that would address the Future Build (Year 2015 with improvements) scenario were
developed and include the following:
Alternative 1 – TSM Future Build Conditions (Year 2015 With Improvements) - add NB left turn
lane and WB right turn lane at Washington Street and Highway 111, Signalize Washington Street
at 41st Avenue
With the addition of a northbound left turn lane and westbound right turn lane at Washington Street and
Highway 111 and a signal at Washington Street and 41st Avenue (see Figures 12 & 13 in Chapter 2)
these intersections would meet the LOS standard of D.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-9
Alternative 2 – Future Build Conditions (Year 2015 With Improvements) - Washington Street
Traffic Rerouting
Traffic rerouting was analyzed for purposes of relieving congestion at intersections already at or near
capacity. The following reroute was included in the Synchro analysis. The resulting intersection levels
of service are illustrated in Figure 14 and displayed in Table 10, both included in Chapter 2.
Washington Street/Highway 111 Southbound Lefts
Reroute SB lefts at Washington Street/Highway 111 to Miles Avenue
Alternative 3 – Future Build Conditions (Year 2015 With Improvements) - Washington Street
Traffic Rerouting
Traffic rerouting was analyzed for purposes of relieving congestion at intersections already at or near
capacity. The following reroute was included in the Synchro analysis. The resulting intersection levels
of service are illustrated in Figure 15 and displayed in Table 11.
Washington Street Northbound Thrus
Reroute NB thrus at Washington Street/Avenue 48 to Adams Street
Recommended TSM Alternative
Alternative 1 is the preferred Alternative. Implementation of Alternative 1 (adding a northbound left and
westbound right turn lane at Washington Street/Highway 111) would achieve LOS D without requiring
travelers to go out of their way to reach their destination. In addition, it is recommended that the
recommended improvements along Washington and Highway 111 be implemented and that future
improvements be considered in the year 2015 or when the Washington /Highway 111 intersection reaches
an average peak hour delay of 70 seconds or higher.
Other Future Year 2015 Recommended Intersection Improvements
A number of other recommended improvements are listed in Chapter 2 to address Future Year (2015)
conditions including turn lanes, closing median breaks, deceleration lanes, signal coordination, and the
installation of median islands.
Project Costs and Funding Sources
Table E-1 provides a list of project costs for each specific improvement included in the recommended
alternative described above. According to the table, the total cost of all TSM improvements is $2.78 million
in current dollars. Potential funding sources are also provided for each TSM improvement.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-10
Washington Street/41st Ave
Traffic Signal $200,000
City of Palm Desert/Riverside
County/CMAQ
Washington St/Ave 48
Intersection Improvements $200,000 City of La Quinta/CMAQ
Washington St/42nd Ave
Intersection Improvements $400,000 City of Palm Desert/CMAQ
Washington St/ViaSevilla
Traffic Signal $200,000
Private Development
Impact Mitigiation (PDIM)/
CMAQ
Washington St/Woodhaven Dr
Traffic Signal $200,000 City of Palm Desert/CMAQ
Washington St/Country Club Drive
Intersection Improvements $50,000
City of Palm Desert/Riverside
County/CMAQ
Washington St/Emerald Crest
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Sunnybrook
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Whirling Wind
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Easthaven Road
Close Median $50,000
City of Palm Desert/Riverside
County/CMAQ
Washington St/Tuscon Circle
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Desert Breezes Resort
Close Median $50,000
City of La Quinta/ PDIM/ City of
Palm Desert/CMAQ
Right Turn Decelaration Lane - NB Ralph's
Shopping Center South of 42nd Ave $100,000
City of Palm Desert/Riverside
County/CMAQ
Right Turn Decelaration Lane - NB Ralph's
Shopping Center South of Country Club Drive $100,000
City of Palm Desert/Riverside
County/CMAQ
Right Turn Decelaration Lane - SB Ralph's
Shopping Center South of Country Club Drive $100,000 City of Palm Desert/CMAQ
Right Turn Decelaration Lane - SB Ralph's
Shopping Center South of 42nd Ave $100,000 City of Palm Desert/CMAQ
Washington St/I-10 Interchange Area
Signal Coordination $180,000 CMAQ
Jefferson St, Westward Ho Dr to
County Club Dr $120,000 CMAQ
Adams St, Ave 48 to
Fred Waring Dr $90,000 CMAQ
Dune Palms Rd, Ave 48 to
Fred Waring Dr $90,000 CMAQ
Washington St/Hidden River Rd
Install Median Island $50,000
City of Palm Desert/Riverside
County/CMAQ
Total $2,780,000
DELAY is measured in seconds
LOS = Level of Service
Source: VRPA conducted LOS analysis using Synchro 6.0
(1) Signalized Intersection. Delay results show the average delay for the entire intersection.
ESTIMATED COST
(2010 DOLLARS)
POTENTIAL FUNDING
SOURCESIMPROVEMENT
TABLE E-1
Recommended TSM Improvements
Cost Estimates and Potential Funding Sources
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-11
Existing and Future TDM Conditions
Development in the Study Area is regional in scale. The intersection at Washington Street and Highway
111 is the single largest destination in the Coachella Valley region as referenced in the CVAG O&D Study.
This development generates and attracts significant volumes of auto trips from through the Coachella
Valley and beyond. As a result, the demand for street and road and other enhanced modal improvements
is needed to address congestion and delay along Washington and Highway 111. The scale of this issue
requires the affected agencies to look at non-traditional methods to solve the congestion and delay
problems. Such methods include changing the way people travel, the times that they travel, enhancing the
existing environment to provide better connections between modes, and other innovative ideas. A shift in
the way people travel will occur when they begin to understand that alternative transportation modes are
viable, not just for others, but for themselves locally. They will begin to understand that alternative modes
can be accommodated.
Existing TDM Strategies
In the 1990s, Coachella Valley cities and the County of Riverside adopted local TDM Ordinances. Table 13
in Chapter 3 provides a list of the TDMs included in those ordinances and the status of each TDM measure
as it relates to the Study Area. Even though these ordinances have been on record for many years, many
elements of the ordinances have not been actively applied or enforced. After extensive site visits
throughout the Route 111 commercial corridor, the project team developed some ideas that may be
effective at capturing more public acceptance of alternative transportation modes.
To develop a good sense of the conditions faced by transit users and pedestrians members of the project
team drove and/or walked along the Route 111 corridor from Indio to Palm Springs. In addition to moving
through the corridor time was spent observing the interactions between pedestrians and bicyclists and
motor vehicles. One of the more interesting observations made on the site visits was the enormous size, or
geographic scale, of the more recent commercial centers along the corridor, especially those in the Cities of
La Quinta, Palm Desert, and Indio. The reality of the large scale projects may provide enhanced
opportunities for implementing some TDM solutions.
The following pictures and photo descriptions provide an example of the conditions faced by pedestrians,
transit riders, and bicyclists on a daily basis along the Highway 111 and Washington Street corridors.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-12
This is the NW Corner of Washington Street and Route 111. Note the lack of connection between the
transit stop location and the commercial activities.
This is the SW Corner of Washington Street and Route 111. Note the lack of connection between the
commercial activities and the homes located immediately adjacent to the center.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-13
This an example of pedestrian facilities
that do not complete a connection with
nearby trip attractions in La Quinta
Walking along the access driveway at
the end of the sidewalk does not feel
safe and tends to discourage walking
and transit use.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-14
Another view of transit shelter shows
there is no direct connection to the
commercial center.
This an example of pedestrian facilities
that do not complete a connection with
nearby trip attractions in La Quinta
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-15
This transit shelter (currently out of
service) is conveniently located at the
curb side with sidewalk.
This is the view just east of the shelter
where the sidewalk ends at the vehicle
access driveway.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-16
Future TDM Conditions and Recommendations
The solutions to contemporary transportation problems can no longer be found solely in the construction of
new or even wider roadways. The TDM strategy recommendations presented in this section have been
drafted with an understanding that any viable solution must include the participation of all available
stakeholders in the community. The municipal agency, land developers, local employers and their
employees, the regional transit agency, local and regional hotels and resorts, sporting and concert venues,
as well as the general public all need to work together cooperatively to resolve the transportation related
issues that are currently affecting and will continue to affect the Coachella Valley’s economic viability and
environmental health.
Traditional TDM Categories
The TDM recommendations have been organized under the following six categories:
Transit System Improvements
Enhanced Vehicle Occupancy
Alternative Work Schedules and Telecommuting
Non-Motorized Transportation
Parking Management
Land Use and Development Policies
Under each of these categories the specific recommendations are described as short-term, mid-term, or
long-term. While some specific recommendations are completely different for each term, some mid and
long term suggestions are enhancements or increased intensity of the short-term suggestions. Short-term
recommendations are assumed to be implemented either immediately as funding is available to within five
Where the sidewalk ends at the
driveway there is no safe pedestrian
access to the shops and restaurants.
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-17
years. The mid-term and long-term recommendations are assumed to involve an additional five year
increment each. Therefore, this plan establishes a set of five, ten, and fifteen year implementation goals. Of
course, if opportunities arise that make implementation possible ahead of these suggested priorities, that
would clearly be desirable.
Tables 14 through 19 in Chapter 3 provide a detailed overview of the recommended list of TDM strategies
and programs that should be applied by the Study Area agencies in the short-, mid-, and long-term.
Agency Coordination and Administrative Recommendations
As part of the initial assessment of conditions in the Coachella Valley, the project team conducted
interviews with local agency staff along the corridor. Agency staff reported that they were aware that a
local TDM Ordinances had been adopted, but they indicated that the ordinances were not actively
enforced. There seemed to be a break in the site planning and review coordination process that allowed
these requirements to go unaddressed. When members of the municipal development review team were
brought together to discuss the issue, it became clear that while everyone was fulfilling their own part of the
review process, there was no one clearinghouse process for an agency to determine if the pieces of
development review work seamlessly and fulfill the intent of the current ordinances.
For example, local staff assigned to review preliminary site plans (to insure compliance with ADA
regulations) might only be concerned with the placement of a sidewalk ramp at each side of a commercial
center driveway entrance. A sidewalk continuing away from the ramp along the roadside or extending into
the commercial center was not a part of that particular reviewer’s task. There are examples all across the
Valley of ADA compliant ramps that have been constructed next to driveways that lead into landscaping
areas or barrier walls. This issue is also seen frequently at transit stops where the construction plans for a
new bus stop and shelter is reviewed by local engineering department staff to insure the surface pad and
structures meet local codes, but they may not be directed to make sure that the pad connects to the
adjacent sidewalk or an adjacent commercial center or other workplace.
To address this issue, the designation of a staff coordinator is recommended. The coordinator would be
responsible for coordinating and tracking the preliminary site plans or other construction plans as they pass
through the affected agency departments. In addition to assigning a staff coordinator the affected agencies
need to develop an education and training program for all plan review and building code inspectors to
enhance the understanding of these issues.
Site Specific TDM Suggestions and Recommendations
Chapter 3 also provides an overview of site specific improvements that would facilitate mode shift in the
Study Area. Most of these are made for implementation of potential physical improvements and programs
that are most likely to be effective within the Study Area over the short-term or in some cases mid-term.
Specific suggestions presented in the figures contained in Appendix G also have application at any number
of different locations along Washington Street or other Study Area corridors that may not be shown on the
figures. The improvements shown in the Appendix focus on removing barriers to the use of alternative
transportation modes. For example, installation of crosswalk striping with on demand flashing pedestrian
warnings imbedded in the roadway pavement at key locations provides a sense of safety that may affect an
Washington Street & Highway 111 TSM/TDM Corridor Study
Executive Summary
E-18
individual’s decision to convert a vehicle trip to a walk trip. One of the frequent observations during the field
reviews was that the sidewalk systems in the Valley seemed to be designed to take people past
commercial centers rather than inviting them to enter. The absence of openings in landscaping and walls
surrounding shopping centers serve as real barriers for the elderly and for people with physical limitations.
Constructing paved direct access paths between the roadside and commercial centers and offices has not
been a focus of local designers or reviewing municipal departments. That does appear to be changing as
evidenced by the interest in this project and the attitude of cooperation offered to the project team by the
Valley’s local agencies.
As the TDM strategies presented here are implemented they will definitely serve to influence the public’s
attitude toward alternative travel modes, it is impossible to be certain which particular strategy affected their
final decision. This is the reality of TDM efforts. Therefore, this project includes a number of suggestions
for site specific improvements all along the corridor that focus on removing non-motorized travel barriers.
Achieving success in shifting people into more efficient and healthier travel modes cannot be achieved by a
single agency in the Valley, which is why the project team conducted field reviews and made suggestions
and recommendations for improvements along most of the Highway 111 corridor.
Figure E-4 below provides an example of the other mapping developed and included in Appendix G. The
aerial photos have been used to identify exactly where some of these TDM measures might be
implemented as part of Study Area agencies’ efforts to promote non-motorized transportation modes and
reduce congestion. Of course these are suggestions made without the benefit of engineering analysis and
are made as suggestions to begin a dialog of local agency staff from various departments to openly discuss
these possibilities.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 1 – Introduction
1-1
Chapter 1
Introduction
The City of La Quinta, in cooperation with other adjacent jurisdictions (Cities of Palm Desert, Indian Wells,
and Indio, and the County of Riverside) and the Coachella Valley Association of Governments (CVAG),
commissioned development of Transportation System Management/Transportation Demand Management
(TSM/TDM) Solutions for the Washington Street and Highway 111 corridors. Traffic volumes along
portions of the Highway 111 and Washington Street corridors have increased over the past few years,
particularly along the north and east legs of the Washington Street and Highway 111 intersection. Retail
developments, which tend to draw traffic from a much wider area including nearby cities, have also
increased peak hour volumes within these corridors. Of particular concern are the intersections at Highway
111 at Washington Street and Washington Street at Fred Waring Drive. Additional widening of these
intersections is less than desirable due to the acquisition of right-of-way that would impact adjacent
businesses.
TSM/TDM alternatives were analyzed to determine if there are other cost effective ways of easing future
congestion along the Washington/Highway 111 corridors. These alternatives may reduce travel delays
either through a more effective use of existing capacity, adding capacity (if feasible), through traffic
synchronization, encouraging motorists to use transit, car/van pooling, use of other alternative modes and
TDM measures, encouraging motorists to travel at less congested times, and/or encouraging pedestrian
and bicycle usage. The Study explored a number of transportation solutions and strategies for getting
people where they need to go by auto, foot, bicycle or bus, and potentially provide a baseline of data and
analysis for helping to make those decisions in the future.
Study Values
This Study is a multi-faceted, integrated plan of transportation policies, TSM and TDM measure
effectiveness, and financial evaluation to address the needs along the Highway 111 and Washington Street
corridors. The final Study, when implemented, will improve the long-term quality of life in the Study Area by:
Providing enhanced travel mobility, safety, reliability, accessibility and choice of transportation modes
for users whether public, private, or commercial and recognizing the varied requirements of local and
intra-corridor movement
Supporting a sound regional economy by addressing the need to move people and freight efficiently,
reliably, and safely through the corridors
Supporting a healthy and vibrant land use mix of residential, hospitality, commercial, industrial,
recreational, cultural and historical area
Respecting and protecting natural resources including air quality
Supporting balanced achievement of community, neighborhood, and regional goals for growth
management, livability, the environment, and a healthy economy with promise for all
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 1 – Introduction
1-2
Distributing fairly the associated benefits and impacts for the region and the neighborhoods adjacent to
or affected by the Corridors
Study results and recommendations included in this report provide the components for an implementation
process that will protect the future of the corridors with an improved and equitable balance of: livability,
mobility, access, public health, environmental stewardship, and economic vitality.
Study Goals and Objectives
The TSM/TDM Study explores potential options to achieve the values listed above. To insure that the
values are realized over time, a list of goals and objectives have been developed that may serve to cost
effectively address existing and anticipated congestion along the Highway 111 and Washington Street
corridors. The overarching goal of the Washington Street/Highway 111 TSM/TDM Corridor Study is to
evaluate the existing transportation network and to determine how future improvements may be developed
to serve existing and future transportation needs. It will be especially important to accommodate the
projected traffic volumes in the manner best suited for the corridor. The time is now to make decisions
about these vital transportation corridors. This Study provides a base of data to make decisions about that
future. The following set of goals and objectives were applied to develop the Study and will measure the
overall success of the Study as it is implemented over time.
GOAL 1 - Improve mobility, accessibility, and safety within the Study Area.
Objectives
Improve roadway efficiency
Decrease travel time
Improve accessibility
Improve vehicle travel safety
GOAL 2 – Conduct the Study with transportation corridor preservation in mind.
Objectives
Proactively preserve the Study corridors
Minimize impact to existing properties
Minimize corridor preservation cost
GOAL 3 - Provide a cost-effective transportation investment recommendation.
Objectives
Minimize cost
Maximize cost-effectiveness
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 1 – Introduction
1-3
GOAL 4 - Provide a transportation system that enhances economic development.
Objectives
Promote a positive impact on property values
Promote economic development
GOAL 5 - Provide a transportation system that promotes land use development patterns that support
alternative modes of transportation.
Objectives
Provide a transportation system that supports and accommodates alternative modes and TDM
measures or strategies
Provide a transportation system that reduces trips associated with existing or proposed
development
GOAL 6 - Promote a balanced, multi-modal transportation system that promotes choices for travelers
and influences the demand for limited transportation systems.
Build partnerships between all levels of the public and private sector using TDM
provide information and education about travel options
Offer incentives and programs that discourage Single Occupant Vehicle (SOV) travel
GOAL 7 - Provide a transportation system that avoids, minimizes, and mitigates adverse environmental
impacts and fosters positive environmental effects
Objectives
Avoid/minimize, or if unavoidable, mitigate adverse impact on environmentally sensitive areas
Improve air quality
Reduce congestion
Minimize energy consumption
Whether one lives or works in the Study Area or travels through it, they recognize its importance to the
Coachella Valley’s overall transportation network. Over time, shopping, residential, hospitality, and office
developments have expanded, and population demographics and economics have evolved. In addition to
these local changes, advances in information and transportation technologies have created and shaped
potential solutions that did not exist or were not viable even ten years ago. Finally, future growth and
development in California, within the SCAG region, and within the CVAG subregion will be planned
consistent with Senate Bill (SB) 375, which calls for the integration of transportation, land use and housing
planning. SB 375 also establishes the reduction of greenhouse gas (GHG) emissions as one of the
overarching goals for regional planning consistent with Assembly Bill (AB) 32. The transportation sector is
the single largest source of GHG in California. The California Air Resources Board (CARB) estimates that
approximately 40% of the GHG statewide is transportation related. The recommendations outlined in this
Study support SB 375 and AB 32 objectives by improving traffic flow, reducing automobile trips, and
enhancing the multi-modal opportunities for mobility in the Study Area.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 1 – Introduction
1-4
Study Approach
An important objective of the Study was to set out a process that was acceptable to each of the cities, the
County, CVAG and the public. The key objectives to successfully complete the Study included the
following:
Develop and conduct a credible Study process
Coordinate with other key transportation and land use planning studies
Involve the public in meaningful ways that bring good ideas to the forefront and lend credibility to, and
acceptance of, the Study results
Collect meaningful data on existing and future conditions that will help identify transportation needs and
support Study conclusions
Identify transportation problems and needs that should be resolved to improve accessibility, mobility,
safety, and livability, and deal with congestion within the Study Area
Develop screening criteria and performance measures to identify concepts that are the most cost
effective, technically feasible, environmentally sound, and politically acceptable
Develop a full-range of concepts for meeting the Study Area’s transportation needs that consider all
modal and demand management strategies
Conduct sound transportation analysis in identifying problems and evaluating potential solutions
Make recommendations that will fulfill long-range transportation and mobility needs within the Study
Area
To address these Study objectives, the following major Study components were developed:
TSM Study
Existing and Future (Year 2015) TSM Conditions
Development and Evaluation of Feasible Future (Year 2015) TSM Alternatives
Recommended TSM Implementation Strategies, Cost, and Funding Sources
TDM Study
Development and Research of Existing and Future TDM Measures
Development and Evaluation of TDM Alternatives
Recommended TDM Implementation Strategies, Cost, and Funding Sources
Project Development Team (PDT)
To assist with development of the Study, a Project Development Team (PDT) was formed.
Representatives on the PDT included the cities of La Quinta, Palm Desert, Indio, and Indian Wells, the
County of Riverside, and CVAG. The PDT met five times over the duration of the Study to review Study
products and provide guidance to consultant staff. Appendix A provides a list of PDT members and staff
who were involved during development of the Study.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 1 – Introduction
1-5
Study Area
In consultation with the County of Riverside, CVAG, and the cities of La Quinta, Indian Wells, Indio and
Palm Desert, it was determined that the Study Area will include all signalized intersections in the area
bounded by Fred Waring Drive on the north, Miles Avenue and Highway 111 on the west, Avenue 48 on
the south, and Jefferson Avenue on the east. An exception is the Washington Street corridor between Fred
Waring on the south and I-10 on the north. In addition, all signalized intersections along Washington Street
from I-10 on the north to Avenue 48 on the south were included in the Study Area. The Study Area is
shown in Figure 1.
Study Area Statistics
Table 1 provides an overview of the basic demographics of affected cities within the Study Area. The
results indicate that a considerable population and employment base affects the Study Area on a daily
basis. Overall the population potentially affecting the Study Area is 180,402, residing in 87,945 housing
units, and traveling to 73,222 jobs. Specific details for each city are provided below.
The City of La Quinta has a current population of 42,958 based upon the Riverside County Center for
Demographic Research (Year 2008). Of the 42,958, currently 14,444 are employed within the City;
2,235 in retail services, 8,511 in the services industry, 1,765 in government, and 1,933 are self
employed. The current number of housing units is 21,058 with 18,876 Single-Family units, 1925 Multi-
Family units, and 257 other.
According to the Riverside County Center for Demographic Research in the year 2008, the City of
Indian Wells had a population of 5,025. The county also reported that total employment for the city is
3,827; 269 in retail services, 3,293 in the services industry, 59 in government, and 206 self employed.
The current number of housing units is 4,973 with 4,257 Single-Family units, 708 Multi-Family units,
and 8 other.
The City of Indio has a current population of 81,512 based upon the Riverside County Center for
Demographic Research (Year 2008). Of the 81,512, currently 19,298 are employed within the City;
3,256 in retail services, 11,078 in the services industry, 3,541 in government, and 1,423 are self
employed. The current number of housing units is 27,794 with 19,190 Single-Family units, 5,344 Multi-
Family units, and 3,260 other.
The City of Palm Desert has a current population of 50,907 based upon the Riverside County Center
for Demographic Research (Year 2008). Of the 50,907, currently 35,653 are employed within the City;
5,913 in retail services, 24,579 in the services industry, 2,484 in government, and 2,677 are self
employed. The current number of housing units is 34,120 with 23,150 Single-Family units, 7,661 Multi-
Family units, and 3,309 other.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 1 – Introduction
1-6
Study Area Boundary
Washington & Hwy 111 TSM/TDM Corridor Study Figure 1
Avenue 50
Avenue 48
Highway 111
10
10 86
Fred Waring Drive
Miles Avenue
Westward Ho DriveWashington StreetWashington StreetAdams StreetAdams StreetDune Palms RoadJefferson Street42nd Avenue
Country Club Drive
41st Avenue
40th Avenue
Varner Road
Indio BlvdDarby Road
Palm Royale Drive
N
S
W E
Not to Scale
Study Area
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Chapter 1 – Introduction
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TABLE 1
Adjacent City Demographics
Retail Services Government Self Employed SF MF Other
La Quinta 42958 14444 2235 8511 1765 1933 21058 18876 1925 257
Indian Wells 5025 3827 269 3293 59 206 4973 4257 708 8
Indio 81512 19298 3256 11078 3541 1423 27794 19190 5344 3260
Palm Desert 50907 35653 5913 24579 2484 2677 34120 23150 7661 3309
Totals:180402 73222 11673 47461 7849 6239 87945 65473 15638 6834
Source: Riverside County Center for Demographic Research 2008 ( http://www.rctlma.org/rcd/content/progress.aspx )
City Population Housing
Type of HousingEmployment / Jobs Type of Employment
Data Collection Process
Through contact with the local jurisdictions mentioned previously, and VRPA’s field review in the Study
Area, a considerable amount of TSM and TDM related data was collected to analyze existing TSM and
TDM conditions, including TDM Ordinances, traffic counts, transit routes, maps and statistics, origin and
destination studies, traffic model data, traffic impact studies affecting the Study Area, General Plan Land
Use and Circulation Elements, and other related data and information.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-1
Chapter 2
Transportation Systems Management (TSM) Study
What is TSM?
Transportation System Management (TSM) is defined as a program to reduce demand on, and increase
capacity of, the existing transportation system through better and more efficient use. Specifically, TSM is
an integrated program to optimize the performance of existing infrastructure through the implementation of
systems, services, and projects designed to preserve capacity and improve security, safety, and reliability.
The term includes improvements to the transportation system such as:
Traffic detection and surveillance
Arterial management
Freeway management
Demand management
Emergency management
Automated enforcement
Traffic incident management
Traveler information services
Commercial vehicle operations
Traffic control
Freight management
Coordination of highway, rail, transit, bicycle, and pedestrian operations
Existing Study Area Intersections and Segments
Study Area intersections and roadway segments are shown in Figures 2 and 3 and are further described in
the lists below. The intersections and segments were identified in consultation with the PDT.
Existing Intersections
Washington St/Highway 111
Washington St/Ave 48
Washington St/Ave 47
Washington St/Miles Ave
Washington St/Fred Waring Dr
Washington St/Palm Royale Dr
Washington St/Ave of the States
Washington St/42nd Ave
Washington St/41st Ave
Washington St/Harris Lane
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-2
Washington St/Country Club Drive
Washington St/I-10 EB Ramps
Washington St/I-10 WB Ramps
Washington St/Channel Drive
Highway 111/Miles Dr
Highway 111/Plaza La Quinta
Highway 111/Simon Dr
Highway 111/La Quinta Center
Highway 111/La Quinta Dr
Highway 111/Depot Dr
Varner Rd/I-10 Ramps
Adams St/ Ave 48
Adams St/Highway 111
Adams St/ Westward Ho Dr
Adams St/Miles Ave
Adams St/Fred Waring Dr
Dune Palms Rd/Ave 48
Dune Palms Rd/Highway 111
Dune Palms Rd/Miles Ave
Dune Palms Rd/Fred Waring Dr
Jefferson St/Ave 48
Jefferson St/Highway 111
Jefferson St/Westward Ho Dr
Jefferson St/ Pebble Beach Dr
Jefferson St/Miles Ave
Highway 111/Mountain Cove Dr
Jefferson St/Fred Waring Dr
Fred Waring Dr/Warner Trail
Fred Waring Dr/Palm Royale Dr
Miles Ave/Warner Trail
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
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Existing Roadway Segments
Washington Street:
Avenue 48 to Avenue 47
Avenue 47 to Highway 111
Highway 111 to Miles Avenue
Miles Avenue to Fred Waring Drive
Fred Waring Drive to Palm Royale Drive
Palm Royale Drive to Avenue of the States
Avenue of the States to 42nd Avenue
42nd Avenue to Harris Lane
Harris Lane to Country Club Drive
Country Club Drive to I-10 EB Ramps
I-10 EB Ramps to Varner Road
North of Varner Road
Highway 111:
Jefferson Street to Dune Palms Road
Dune Palms Road to Adams Street
Adams Street to Washington Street
Washington Street to Plaza La Quinta
Plaza La Quinta to Mountain Cove Drive
Mountain Cove Drive to Miles Avenue
42nd Avenue:
East of Washington Street
West of Washington Street
41st Avenue:
East of Washington Street
Adams Street:
Avenue 48 to Highway111
Highway 111 to Westward Ho Drive
Westward Ho Drive to Miles Avenue
Miles Avenue to Fred Waring Drive
Avenue 48:
Jefferson Street to Dune Palms
Dune Palms to Adams Street
Adams Street to Washington Street
Country Club Drive:
East of Washington Street
West of Washington Street
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-4
Dune Palms Road:
Avenue 48 to Highway 111
Highway 111 to Miles Avenue
Miles Avenue to Fred Waring Drive
Fred Waring Drive:
Jefferson Street to Dune Palms Road
Dune Palms Road to Adams Street
Adams Street to Palm Royale Drive
Palm Royale Drive to Washington Street
Washington Street to Warner Trail
Jefferson Street:
Avenue 48 to Highway 111
Highway 111 to Westward Ho Drive
Westward Ho Drive to Miles Avenue
Miles Avenue to Fred Waring Drive
Miles Avenue:
Jefferson Street to Dune Palms Road
Dune Palms Road to Adams Street
Adams Street to Washington Street
Washington Street to Warner Trail
Warner Trail to Highway 111
Palm Royale Drive/Mountain View:
East of Washington Street
West of Washington Street
Varner Road:
West of Washington Street
Washington Street to I-10 WB Ramps
East of I-10 WB Ramps
Warner Trail:
Miles Avenue to Fred Waring Drive
Westward Ho Drive:
Jefferson Street to Adams Street
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-5
N
S
W E
Not to Scale
Hwy-111
Hwy-111
Ave 48
Westward Ho Dr
Miles Ave
Fred Waring Dr
Adams StreetDune Palms RdJefferson StWashington StreetAve 47Warner TrailMountain Cove DrSimon DrPlaza la QuintaPalm Royale DrLa Quinta CentreLa Quinta DriveDepot DriveP ebbl e Beach
Drive
Figure 2Key Intersections/Attached Segments
Washington Corridor Study Area
Ave 48 to Fred Waring Drive
Legend
Key Intersections
Channel Dr
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-6
Key Intersections/Attached Segments
Along Washington Corridor
Fred Waring Drive to I-10 WB Ramps Figure 3
Fred Waring Dr
Darby Rd
Palm Royale
Warner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
Indio Blvd
41st Avenue
Jefferson StN
S
W E
Not to Scale
Dune Palms RdAve of the States
Harris LaneParkCenter DrLegend
Key Intersections
I-10
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Chapter 2 –Transportation Systems Management (TSM) Study
2-7
Existing Traffic and Pedestrian Counts
Historical segment traffic counts were used to determine the peak season (winter) percentage increase that
was applied to off-peak season counts. Recent intersection, segment and pedestrian counts along with the
lane geometry, signal phasing, existing signal timing data and recent Traffic Impact Assessments (TIA’s)
were used to assess existing intersection and segment levels of service. Other traffic-related data and
studies collected and/or still being collected include Air Quality and Circulation Elements, historical and
recent accident data, recent speed surveys, aerial photos, and programmed or recommended roadway
improvements.
Specifically, existing intersection turning movement counts were collected for the Study Area in May 2009
for twenty eight (28) of the thirty nine (39) intersections. The remaining eleven intersections were collected
from TIA’s conducted in the peak season of 2007. The counts that were collected in May 2009 were
increased 31% to reflect the peak season. This adjustment was determined by comparing several
intersections counts from various TIA’S within the peak season and in the month of May. Also, two of the
39 intersections were recounted in September of 2009 to account for the opening of the Miles Avenue
Bridge. Those intersections were also increased 31%. Finally, a new intersection was added along
Washington Street just north of Hwy-111, it was also counted in September and increased by 31%.
Appendix B provides count spreadsheets for the twenty eight (29) intersections and TIA intersection count
graphics for the remaining eleven (11) intersections. Pedestrian counts were also increased by 31% for
these intersections. Appendix C provides the adjusted pedestrian movements. Existing segment average
daily traffic was obtained from the Coachella Valley Association of Governments (CVAG) 2009 Traffic
Census Program. For segments not found within the CVAG 2009 Traffic Census Program, existing turning
movements were used (increased 31%) to estimate the average daily traffic.
Existing Intersection and Segment Level of Service
When preparing the existing conditions report, guidelines provided by affected agencies were followed. In
analyzing street and intersection capacities, Highway Capacity Manual (HCM) based Level of Service
(LOS) methodologies were applied. Furthermore, minimum LOS standards adopted by affected
jurisdictions were applied to quantitatively assess the street and highway system’s performance.
Existing Intersection Level of Service Analysis
Intersection level of service analysis was conducted using the Synchro Signal Timing Program. Levels of
Service can be determined for both signalized and unsignalized intersections. Thirty nine (39) of the Study
intersections are currently signalized and one (1) is unsignalized. Intersection turning movement counts
and roadway geometrics used to develop LOS calculations were obtained from field review findings and
count data provided from the traffic count sources.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-8
Tables 2 and 3 indicate the ranges in the amounts of average stop time delay for a vehicle at signalized
and unsignalized intersections for the various levels of service ranging from LOS “A” to “F”. Existing
intersection geometrics are shown in Figure 4a through 4d. Intersection LOS results are displayed in Table
4 and shown graphically in Figures 5a through 5d. Appendix D provides a set of SYNCHRO worksheets for
all Study Area intersections and identifies results of the intersection LOS analysis.
TABLE 2
Signalized Intersections
Level of Service Definitions
(2000 Highway Capacity Manual)
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-9
TABLE 3
Unsignalized Intersections
Level of Service Definitions
(2000 Highway Capacity Manual)
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-10
DELAY LOS
1. Washington Street / Hwy-111 (1)PM 34.9 C
2. Washington Street / Avenue 48 (1)PM 25.2 C
3. Washington Street / Avenue 47 (1)PM 11.7 B
4. Washington Street / Miles Avenue (1)PM 16.9 B
5. Washington Street / Fred Waring Drive (1)PM 27.4 C
6. Washington Street / Palm Royale Drive (1)PM 10.0 A
7. Washington Street / Avenue of the States (1)PM 17.3 B
8. Washington Street / 42nd Avenue (1)PM 49.9 D
9. Washington Street / 41st Avenue (2)PM N/A F
10. Washington Street / Harris Lane (1)PM 16.5 B
11. Washington Street / Country Club Drive (1)PM 36.2 D
12. Washington Street / I-10 EB Ramps (1)PM 16.7 B
13. Varner Road / I-10 WB Ramps (1)PM 19.4 C
14. Hwy-111 / Miles Avenue (1)PM 12.1 B
15. Hwy-111 / Mountain Cove (1)PM 13.1 B
16. Hwy-111 / Plaza La Quinta (1)PM 11.9 B
17. Hwy-111 / Simon Drive (1)PM 9.7 A
18. Hwy-111 / La Quinta Center (1)PM 13.1 B
19. Hwy-111 / La Quinta Drive (1)PM 28.7 C
20. Hwy-111 / Depot Drive (1)PM 16.1 B
21. Adams Street / Avenue 48 (1)PM 21.7 C
22. Adams Street / Hwy-111 (1)PM 19.6 B
23. Adams Street / Westward Ho Drive (1)PM 10.4 B
24. Adams Street / Miles Avenue (1)PM 18.3 B
25. Adams Street / Fred Waring Drive (1)PM 24.5 C
26. Dune Palms Road / Avenue 48 (1)PM 10.5 B
27. Dune Palms Road / Hwy-111 (1)PM 18.6 B
28. Dune Palms Road / Miles Avenue (1)PM 17.1 B
29. Dune Palms Road / Fred Waring Drive (1)PM 16.7 B
30. Jefferson Street / Avenue 48 (1)PM 23.1 C
31. Jefferson Street / Hwy-111 (1)PM 29.1 C
32. Jefferson Street / Westward Ho Drive (1)PM 5.4 A
33. Jefferson Street / Pebble Beach Drive (1)PM 5.5 A
34. Jefferson Street / Miles Avenue (1)PM 22.0 C
35. Jefferson Street / Fred Waring Drive (1)PM 23.2 C
36. Fred Waring Drive / Warner Trail (1)PM 31.1 C
37. Fred Waring Drive / Palm Royale Drive (1)PM 15.7 B
38. Varner Road / Washington Street (1)PM 27.1 C
39. Miles Avenue / Warner Trail (1)PM 8.5 A
40. Channel Drive / Washington Street (1)PM 15.4 B
DELAY is measured in seconds
LOS = Level of Service
Source: VRPA conducted LOS analysis using Synchro 6.0
N/A = LOS for One and Two-way stop controlled intersection is shown for worst turning movement
(1) Signalized Intersection. Delay results show the average delay for the entire intersection.
(2) One-way Stop Controlled Intersection. Delay results not applicable. The LOS is shown for the worst movement.
PEAK
HOUR
EXISTINGINTERSECTION
TABLE 4
Washington Street/Highway 111 TSM/TDM Corridor Study
Existing Intersection LOS
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 2 –Transportation Systems Management (TSM) Study 2-11 Existing Lane Geometry Figure 4aMiles AveFred Waring DrAdams StreetWarner TrailPalm Royale DrPebble Beach DriveW ashington StHwy-111Dune Palms RdJefferson StNSWENot to ScaleLegendStudy IntersectionsStop SignSignalized Intersection
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-12
N
S
W E
Not to Scale
Hwy-111
Ave 48
Corporate
Center Dr
Sams Club
Westward Ho Dr
Dune Palms RdJefferson StAve 47
La Quinta DriveDepot DriveFigure 4b
Legend
Existing Lane GeometryAdams StreetStudy Intersections
Stop Sign
Signalized Intersection
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-13
N
S
W E
Not to Scale Washington StreetAve 47Mountain Cove DrSim on DrPlaza La QuintaChannel Dr
La Quinta CenterFigure 4cExisting Lane Geometry
Hwy-111
Ave 48
Legend
Study Intersections
Stop Sign
Signalized Intersection
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-14
Figure 4d
Fred Waring DrWarner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
41st Avenue
Ave of the States
Harris
LaneParkCenter DrLegend
Existing Lane Geometry
Study Intersections
Stop Sign
Signalized Intersection
Darby Rd
Palm Royale Dr
I-10
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 2 –Transportation Systems Management (TSM) Study 2-15
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-16
N
S
W E
Not to Scale
Hwy-111
Ave 48
Westward Ho Dr
Dune Palms RdJefferson StAve 47
La Quinta DriveDepot DriveFigure 5b1931591151462021641424
197
20056
79
313441378 88508
92386
958
393
21 3161
232
398227155117 617
21787
1364
312
50108
206
38809131057
73
14
69
563
55
9607812210 85174
118141
1397
106
132108
143
134134630909050
667Legend
XXX PM Peak Hour Traffic
Existing (2009) PM Peak Hour Counts/LOS 295105511667
106245
546
430
21 754
35
6790062 2
0393
692
0
258107
69
0163036952
8392
402
14
2 72207
128
73176539 84328
118262
1149
188
13 6148
203
280 LOS C or Better LOS E
LOS F LOS DAdams Street
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Chapter 2 –Transportation Systems Management (TSM) Study
2-17
N
S
W E
Not to Scale Washington StreetAve 47
Channel Dr
Mountain Cove DrSim on DrPlaza La QuintaLa Quinta CenterFigure 5c561277811070
29
14139546
90
69981638
33
79
181
34
280
6021069
90
7Legend
Existing (2009) PM Peak Hour Counts/LOS
Hwy-111
Ave 48116364735934155841089
493
402497
209
703968911
6
2287
72031
4
0
8
6
7
7
1288
9
2985115118929 131471559
73
845558
25241711870
335
1699
30
88
5
03091417518
186350
1428561291809
514
10
5
6431
5
1311XXX PM Peak Hour Traffic LOS C or Better LOS E
LOS F LOS D
Source: NDS Car Counts, CVAG Monitoring Report. Counts conducted May 2009 and seasonally adjusted.1131
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-18
Darby Rd
Palm Royale Dr
Figure 5d
Fred Waring DrWarner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
41st Avenue
Ave of the States
Harris
LaneParkCenter Dr4189710
646 142 165
1262371781115582
6 34185
59
159
165121
13
71511421116 37
8 1
724
317
Legend
Existing (2009) PM Peak Hour Counts/LOS29263250134377660456
169
224220
639
11962210931489
2 228
8
312
1029
37
151454178214
6742
16322272232 411307
3 60194
394
286
98156
308
1365110212501749
14356
25
145
3 564
90
161837811865
2618
0
13
2 45134
17
1620N
S
W E
Not to Scale
XXX PM Peak Hour Traffic LOS C or Better LOS E
LOS F LOS D
I-10
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Chapter 2 –Transportation Systems Management (TSM) Study
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Existing Intersection Capacity Analysis – Findings and Conclusions
All intersection LOS analyses were estimated using Synchro 6 Software. Various roadway geometrics,
traffic volumes, and properties (signal timing, peak hour factors, etc) were input into the Synchro 6 Software
program in order to accurately determine the travel delay and LOS.
Washington Street Corridor
Fourteen intersections along the Washington Street north/south corridor were analyzed in order to identify
the average delay experienced by vehicles during the PM peak hour. Of the fourteen intersections studied,
thirteen intersections (see below) are operating at the LOS standard of D or better for the City of La Quinta.
The intersection of Washington Street at 41st Avenue is currently operating at LOS F in the PM peak hour.
Based on the 2000 HCM, LOS F describes operations that are at the failure point.
Intersections Operating at LOS D or better:
Washington St/Highway 111
Washington St/Country Club Drive
Washington St/Ave 48
Washington St/Miles Ave
Washington St/Fred Waring Dr
Washington St/Palm Royale Dr
Washington St/Ave of the States
Washington St/42nd Ave
Washington St/Harris Lane
Washington St/I-10 EB Ramps
Washington St/Varner Road
Washington St/Channel Dr
Washington St/Ave 47
Intersections Operating at LOS E or worse:
Washington St/41st Ave
Highway 111 Corridor
Eleven intersections along the Highway 111 east/west corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All eleven intersections studied (see
below) are operating at the LOS standard of D or better for the City of La Quinta.
Intersections Operating at LOS D or better:
Highway 111/ Washington St
Highway 111/Mountain Cove Rd
Highway 111/Plaza La Quinta
Highway 111/Simon Dr
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-20
Highway 111/La Quinta Center
Highway 111/La Quinta Dr
Highway 111/Depot Dr
Highway 111/Adams St
Highway 111/ Dune Palms Rd
Highway 111/Jefferson St
Highway 111/Miles Avenue
Fred Waring Drive Corridor
Six intersections along the Fred Waring Drive east/west corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All six intersections studied (see below)
are operating at the LOS standard of D or better for the City of La Quinta. Based on the 2000 HCM, LOS D
describes a crowded operation, with below average delays. At level D, the influence of congestion
becomes more noticeable.
Intersections Operating at LOS D or better:
Fred Waring Dr/Washington St
Fred Waring Dr/Adams St
Fred Waring Dr/Dune Palms Rd
Fred Waring Dr/Jefferson St
Fred Waring Dr/Warner Trail
Fred Waring Dr/Palm Royale Dr
Jefferson Street Corridor
Six intersections along the Jefferson Street north/south corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All six intersections studied (see below)
are operating at the LOS standard of D or better for the City of La Quinta. Based on the 2000 HCM, LOS D
describes a crowded operation, with below average delays. At level D, the influence of congestion
becomes more noticeable.
Intersections Operating at LOS D or better:
Jefferson St/Ave 48
Jefferson St/Highway 111
Jefferson St/Westward Ho Dr
Jefferson St/Pebble Beach Dr
Jefferson St/Miles Ave
Jefferson St/Fred Waring Dr
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-21
Adams Street Corridor
Five intersections along the Adams Street north/south corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All five intersections studied (see below)
are operating at the LOS standard of D or better for the City of La Quinta. Based on the 2000 HCM, LOS D
describes a crowded operation, with below average delays. At level D, the influence of congestion
becomes more noticeable.
Intersections Operating at LOS D or better:
Adams St/Ave 48
Adams St/Highway 111
Adams St/Westward Ho Dr
Adams St/Miles Ave
Adams St/Fred Waring Dr
Miles Avenue Corridor
Six intersections along the Miles Avenue east/west corridor were analyzed in order to identify the average
delay experienced by vehicles during the PM peak hour. All five intersections studied (see below) are
operating at the LOS standard of D or better for the City of La Quinta. Based on the 2000 HCM, LOS D
describes a crowded operation, with below average delays. At level D, the influence of congestion
becomes more noticeable.
Intersections Operating at LOS D or better:
Miles Ave/Washington St
Miles Ave/Adams St
Miles Ave/Dune Palms Rd
Miles Ave/Jefferson St
Miles Ave/Warner Trail
Highway 111/Miles Dr
Dune Palms Road Corridor
Four intersections along the Dune Palms Road north/south corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All four intersections studied (see below)
are operating at the LOS standard of D or better for the City of La Quinta. Based on the 2000 HCM, LOS D
describes a crowded operation, with below average delays. At level D, the influence of congestion
becomes more noticeable.
Intersections Operating at LOS D or better:
Dune Palms Rd/Ave 48
Dune Palms Rd/Highway 111
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-22
Dune Palms Rd/Miles Ave
Dune Palms Rd/Fred Waring Dr
Avenue 48 Corridor
Four intersections along the Avenue 48 east/west corridor were analyzed in order to identify the average
delay experienced by vehicles during the PM peak hour. All four intersections studied (see below) are
operating at the LOS standard of D or better for the City of La Quinta. Based on the 2000 HCM, LOS D
describes a crowded operation, with below average delays. At level D, the influence of congestion
becomes more noticeable.
Intersections Operating at LOS D or better:
Ave 48/Washington St
Ave 48/Adams St
Ave 48/Dune Palms Rd
Ave 48/Jefferson St
Westward Ho Drive Corridor
Two intersections along the Westward Ho Drive east/west corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. Both intersections studied (see below)
are operating at the LOS standard of D or better for the City of La Quinta. Based on the 2000 HCM, LOS D
describes a crowded operation, with below average delays. At level D, the influence of congestion
becomes more noticeable.
Intersections Operating at LOS D or better:
Westward Ho Dr/Adams St
Westward Ho Dr/Jefferson St
Varner Road Corridor
One intersection along the Varner Road east/west corridor was analyzed in order to identify the average
delay experienced by vehicles during the PM peak hour. The intersection of Varner Road at I-10 WB
Ramps is currently operating at LOS C, which is better than the LOS standard of D for the City of La
Quinta. Based on the 2000 HCM, LOS C describes operations with average delays.
Existing Segment Level of Service Analysis
According to the HCM, LOS is categorized by two parameters of traffic: uninterrupted and interrupted flow.
Uninterrupted flow facilities do not have fixed elements such as traffic signals that cause interruptions in
traffic flow. Interrupted flow facilities do have fixed elements that cause an interruption in the flow of traffic,
such as stop signs and signalized intersections along arterial roads. A roadway segment is defined as a
stretch of roadway generally located between signalized or controlled intersections.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-23
Segment LOS is important in order to understand whether the capacity of a roadway can accommodate
future traffic volumes. Table 5 provides a definition of segment LOS. The performance criteria used for
evaluating volumes and capacities on the road and highway system for this Study were estimated using the
County of Riverside Roadway Capacity Table. The table considers the capacity of individual road and
highway segments based on roadway variables (design speed, passing opportunities, signalized
intersections per mile, number of lanes, saturation flow, etc.). The capacity table is provided in Appendix E
and existing segment LOS results are displayed in Figures 6 and 7 and Table 6.
Existing Segment Level of Service Findings
Under existing conditions most of the segments in the Study Area are operating at acceptable Levels of
Service. The following segments are currently operating at LOS E:
LOS E
Washington Street
Varner Road to I-10 EB Ramps
TABLE 5
Segment Level of Service Definitions
(2000 Highway Capacity Manual)
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-24
Roadway Segment
Number of
Lanes
Roadway
Classification LOS1 ADT
41st Ave East of Washington St 2 Arterial C 1000*
42nd Ave West of Washington St 4 Urban Arterial C 15600*
42nd Ave East of Washington St 4 Urban Arterial C 16400*
Adams St Fred Waring Dr to Miles Ave 4 Urban Arterial C 11100*
Adams St Miles Ave to Westward Ho Dr 4 Urban Arterial C 11500*
Adams St Westward Ho Dr to Highway 111 4 Urban Arterial C 13700
Adams St Highway 111 to Ave 48 4 Urban Arterial C 11200
Ave 48 Washington St to Adams St 4 Arterial C 12700
Ave 48 Adams St to Dune Palms Rd 4 Arterial C 13300*
Ave 48 Dune Palms Rd to Jefferson St 4 Arterial C 17500*
Ave of the States West of Washington St 2 Arterial C 6700*
Highway 111 West of Warner Trail 4 Urban Arterial D 31900*
Highway 111 Warner Trail to Mountain Cove Dr 4 Urban Arterial D 31600
Highway 111 Mountain Cove Dr to Plaza La Quinta 4 Urban Arterial D 30000*
Highway 111 Plaza La Quinta to Washington St 6 Urban Arterial C 29000
Highway 111 Washington St to Adams St 6 Urban Arterial C 31700
Highway 111 Adams St to Dune Palms Rd 6 Urban Arterial D 31500
Highway 111 Dune Palms Rd to Jefferson St 6 Urban Arterial C 37500
Country Club Drive Park Center Dr to Washington St 4 Urban Arterial C 22600
Country Club Drive Washington St to Adams St 4 Urban Arterial C 15700
Dune Palms Rd Fred Waring Dr to Miles Ave 4 Urban Arterial C 5100*
Dune Palms Rd Miles Ave to Westward Ho Dr 4 Urban Arterial C 7200*
Dune Palms Rd Westward Ho Dr to Highway 111 4 Urban Arterial C 9100
Dune Palms Rd Highway 111 to Ave 48 4 Urban Arterial C 7700
Fred Waring Dr West of Warner Trail 6 Urban Arterial C 24000
Fred Waring Dr Warner Trail to Washington St 6 Urban Arterial C 26000
Fred Waring Dr Washington St to Palm Royale Dr 6 Urban Arterial C 20900
Fred Waring Dr Palm Royale Dr to Adams St 5 Urban Arterial C 20600*
Fred Waring Dr Adams St to Dune Palms Rd 4 Urban Arterial C 21700
Fred Waring Dr Dune Palms Rd to Jefferson St 6 Urban Arterial C 21700
Harris Lane Country Club Dr to Washington St 2 Arterial C 4700*
Jefferson St Fred Waring Dr to Miles Ave 6 Urban Arterial C 22300
Jefferson St Miles Ave to Westward Ho Dr 6 Urban Arterial C 23100
Jefferson St Westward Ho Dr to Highway 111 6 Urban Arterial C 26000
Jefferson St Highway 111 to Ave 48 6 Urban Arterial C 28800
Miles Ave Highway 111 to Warner Trail 2 Arterial C 5200
Miles Ave Warner Trail to Washington St 4 Urban Arterial C 5700
Miles Ave Washington St to Adams St 4 Urban Arterial C 8700
Miles Ave Adams St to Dune Palms Rd 4 Urban Arterial C 6900*
Miles Ave Dune Palms Rd to Jefferson St 4 Urban Arterial C 6400*
Mountain Cove Dr South of Highway 111 2 Arterial C 1000*
Mountain View West of Washington St 2 Arterial C 600*
Palm Royale Dr/Darby Rd East of Washington St 2 Arterial C 6800*
Varner Rd West of Washington St 4 Arterial C 6700*
Varner Rd Washington St to I-10 WB Ramp 4 Arterial C 22900
Varner Rd East of I-10 WB Ramp 4 Arterial C 15500
Warner Trail Fred Waring Dr to Miles Ave 2 Arterial C 3000*
Washington St North of Varner Rd 6 Urban Arterial C 18700
Washington St Varner Rd to I-10 EB Ramps 6 Urban Arterial E 50400
Washington St I-10 EB Ramps to Country Club Dr 6 Urban Arterial D 43700
Washington St Country Club Dr to 41st Avenue 6 Urban Arterial D 32300
Washington St 41st Ave to 42nd Ave 6 Urban Arterial C 32900
Washington St 42nd Ave to Ave of the States 6 Urban Arterial C 34600
Washington St Ave of the States to Palm Royale Dr 6 Urban Arterial C 35100*
Washington St Palm Royale Dr to Fred Waring Dr 6 Urban Arterial C 36100
Washington St Fred Waring Dr to Miles Ave 6 Urban Arterial C 35400
Washington St Miles Ave to Highway 111 6 Urban Arterial C 29600
Washington St Highway 111 to Ave 47 6 Urban Arterial C 40500
Washington St Ave 47 to Ave 48 6 Urban Arterial C 32400*
Westward Ho Dr Adams St to Jefferson St 2 Arterial C 3600*
* Average Daily Traffic was estimated using peak hour counts
1. C indicates LOS C or better.
TABLE 6
Washington/Hwy 111 Commercial Corridor
Existing Segment Capacity Analysis
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-25
N
S
W E
Not to Scale
Hwy-111
Ave 48
Westward Ho Dr
Miles Ave
Fred Waring Dr
Adams StreetDune Palms RdJefferson StWashington StreetAve 47Warner TrailMountain Cove DrSimon DrPlaza La QuintaPalm Royale DrLa Quinta CentreLa Quinta DriveDepot DriveFigure 6Existing (2009) Average Daily Traffic/Level of Service (LOS)
Washington Corridor Study Area
Ave 48 to Fred Waring Drive
31,600
31,7
0
0
37,500 23,10028,8009,1007,70031,50013,70011,20012,700 17,500 22,30026,0003
5
,
4
0
0
2
9
,
6
0
0
40,5005,2005,700 8,700
6,400*
24,000 26,000 20,900
21,700
21,700
31,900*
6,900*5,100*7,200*13,300*32,400*3,600*
20,600*3,000*11,500*11,100*29,000
1,000*30,000*
* Average Daily Traffic was estimated using peak hour counts (peak hour movements multiplied by 10) .
Legend:
XX,XXX Average Daily Traffic
LOS C or Better
LOS E
LOS F
LOS D Number of Lanes6
6
6
6
6 6
2
2
2
2
44
4
4
4
6
6
6
6
6
6 5 4 6
4
4
4 4
4 4
4
4
4
4
4
4
4
6
6
6
6
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-26
Existing (2009) Average Daily Traffic/Level of Service (LOS)
Along Washington Corridor
Fred Waring to I-10 WB Ramps Figure 7
Fred Waring Dr
Palm Royale Dr/Darby Rd
Warner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
Indio Blvd
41st Avenue
Jefferson StN
S
W E
Not to Scale
Dune Palms RdAve of the States
Harris
LaneParkCenter DrLegend:
XX,XXX Average Daily Traffic
22,90018,700
43,700
32,300
32,9001,000*
22,600 15,700
34,600
36,10035,100*6,800*Mountain
View
600*
6,700*
16,400*15600*
15,500
6,700*
4700*Pal
m Royal
e Dr
LOS C or Better
LOS E
LOS F
LOS D
* Average Daily Traffic was estimated using peak hour counts (peak hour movements multiplied by 10) .
I-10
4
4
6
6
6
6
6
66 6 5 4
2
2
2
4
6
4
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-27
Future (Year 2015) – TSM Analysis
This section provides a review of the intersections and segments studied in the future (Year 2015), a review
of the same intersections and segments in the Year 2015 assuming that no additional street and road
improvements will be made within the Study Area (No Build scenario), and a review of the same
intersections and segments in the Year 2015 (Build scenario) assuming that additional street and road
improvements will be made along the corridors. For the Build scenario, several street and road
improvement alternatives were analyzed with the goal of reducing existing and projected LOS deficiencies
and improving traffic flow in the Study Area. This analysis led to a recommended set of alternative street
and road improvements, which are included at the end of this chapter.
Future Year Study Area Intersections and Segments
Future Study Area intersections and roadway segments are shown in Figures 2 and 3 and further described
in the lists below. As documented in the Existing Conditions Report the intersections and segments were
identified in consultation with the PDT. The PDT requested that further intersections be analyzed after
school began in September of 2009. The intersection at Washington Street/Channel Drive was counted and
the intersections at Washington Street/Miles Drive and Washington Street/Fred Waring Drive were
recounted to insure accuracy of the counts due to the opening of the Miles Avenue Bridge.
Future Year Intersections
Washington St/Highway 111
Washington St/Ave 48
Washington St/Ave 47
Washington St/Miles Ave
Washington St/Fred Waring Dr
Washington St/Palm Royale Dr
Washington St/Ave of the States
Washington St/42nd Ave
Washington St/41st Ave
Washington St/Harris Lane
Washington St/Country Club Drive
Washington St/I-10 EB Ramps
Washington St/I-10 WB Ramps
Washington St/Channel Dr
Highway 111/Miles Dr
Highway 111/Channel Dr
Highway 111/Simon Dr
Highway 111/La Quinta Center
Highway 111/La Quinta Dr
Highway 111/Depot Dr
Varner Rd/I-10 Ramps
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-28
Adams St/ Ave 48
Adams St/Highway 111
Adams St/ Westward Ho Dr
Adams St/Miles Ave
Adams St/Fred Waring Dr
Dune Palms Rd/Ave 48
Dune Palms Rd/Highway 111
Dune Palms Rd/Miles Ave
Dune Palms Rd/Fred Waring Dr
Jefferson St/Ave 48
Jefferson St/Highway 111
Jefferson St/Westward Ho Dr
Jefferson St/ Pebble Beach Dr
Jefferson St/Miles Ave
111/Mountain Cove Dr
Jefferson St/Fred Waring Dr
Fred Waring Dr/Warner Trail
Fred Waring Dr/Palm Royale Dr
Miles Ave/Warner Trail
Future Year Roadway Segments
Washington Street:
Avenue 48 to Avenue 47
Avenue 47 to Highway 111
Highway 111 to Miles Avenue
Miles Avenue to Fred Waring Drive
Fred Waring Drive to Palm Royale (Darby Rd)
Palm Royale Drive (Darby Rd) to Avenue of the States
Avenue of the States to 42nd Avenue
42nd Avenue to Harris Lane
Harris Lane to Country Club Drive
Country Club Drive to I-10 EB Ramps
I-10 EB Ramps to Varner Road
North of Varner Road
Highway 111:
Jefferson Street to Dune Palms Road
Dune Palms Road to Adams Street
Adams Street to Washington Street
Washington Street to Channel Drive
Channel Drive to Mountain Cove Drive
Mountain Cove Drive to Miles Avenue
42nd Avenue:
East of Washington Street
West of Washington Street
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-29
41st Avenue:
East of Washington Street
Adams Street:
Avenue 48 to Highway111
Highway 111 to Westward Ho Drive
Westward Ho Drive to Miles Avenue
Miles Avenue to Fred Waring Drive
Avenue 48:
Jefferson Street to Dune Palms
Dune Palms to Adams Street
Adams Street to Washington Street
Country Club Drive:
East of Washington Street
West of Washington Street
Dune Palms Road:
Avenue 48 to Highway 111
Highway 111 to Miles Avenue
Miles Avenue to Fred Waring Drive
Fred Waring Drive:
Jefferson Street to Dune Palms Road
Dune Palms Road to Adams Street
Adams Street to Palm Royale Drive
Palm Royale Drive to Washington Street
Washington Street to Warner Trail
Jefferson Street:
Avenue 48 to Highway 111
Highway 111 to Westward Ho Drive
Westward Ho Drive to Miles Avenue
Miles Avenue to Fred Waring Drive
Miles Avenue:
Jefferson Street to Dune Palms Road
Dune Palms Road to Adams Street
Adams Street to Washington Street
Washington Street to Warner Trail
Warner Trail to Highway 111
Palm Royale Drive/Mountain View:
East of Washington Street
West of Washington Street
Varner Road:
West of Washington Street
Washington Street to I-10 WB Ramps
East of I-10 WB Ramps
Warner Trail:
Miles Avenue to Fred Waring Drive
Westward Ho Drive:
Jefferson Street to Adams Street
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-30
Future No Build (Year 2015 Without Improvements) Traffic Volumes
Future No Build (Year 2015 without improvement projects) intersection turning movement and segment
counts were derived using the existing counts. Cumulative projects, specifically Mirasera Specific Plan,
2007, Garden of Champions/Towne Center, 2008 and Villa Capri, 2009 were added to existing counts and
then a 2.5% per year increase from Year 2009 to Year 2015 was applied to account for expected growth,
the eventual upturn in the existing down economy and to be consistent with historical growth trends for the
Study Area. The future Year 2015 was agreed upon in consultation with the City Engineer as was the 2.5%
per year increase from Year 2009 to Year 2015.
Future No Build (Year 2015 Without Improvements) Intersection and Segment
Level of Service
When preparing the No Build (Year 2015 without improvement projects) conditions report, guidelines
provided by affected agencies were followed. In analyzing street and intersection capacities, Highway
Capacity Manual (HCM) based Level of Service (LOS) methodologies were applied. Furthermore,
minimum LOS standards adopted by affected jurisdictions were applied to quantitatively assess the street
and highway system’s performance.
Future No Build (Year 2015 Without Improvements) Intersection Level of Service
Analysis
Intersection level of service analysis was conducted using the Synchro Signal Timing Program.
Intersection turning movement counts as previously stated were derived from the existing counts. Roadway
geometrics used to develop LOS calculations were obtained from field review findings and Information
provided by affected agencies. Intersection LOS results are shown graphically in Figures 9a through 9d
and displayed in Table 7.
Future No Build (Year 2015 Without Improvements) Intersection Capacity
Analysis – Findings and Conclusions
All intersection LOS analyses were estimated using Synchro 6 Software. Various roadway geometrics,
traffic volumes, and properties (signal timing, peak hour factors, etc) were input into the Synchro 6 Software
program in order to accurately determine the travel delay and LOS.
Washington Street Corridor
Fourteen intersections along the Washington Street north/south corridor were analyzed in order to identify
the average delay experienced by vehicles during the PM peak hour. Of the fourteen intersections studied,
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-31
five intersections (see below) will operate at or below the LOS standard of D for the City of La Quinta. The
intersections of Washington Street at Highway 111, 42nd Avenue, and Fred Waring Drive will operate at
LOS E and exceed the City of La Quinta’s LOS standard of D. Based on the 2000 HCM, LOS E describes
operations at or near capacity. This level is considered by many agencies to be the limit of acceptable
delay. These high delay values generally indicate poor gaps for the minor street to cross and large queues.
The intersections of Washington Street at Varner Avenue and 41st Avenue will operate at LOS F in the PM
peak hour. Based on the 2000 HCM, LOS F describes operations that are at the failure point.
Intersections Operating at LOS D or better:
Washington St/Ave 48
Washington St/Ave 47
Washington St/Miles Ave
Washington St/Mountain View-Palm Royale Dr
Washington St/Ave of the States
Washington St/Country Club Dr
Washington St/Harris Lane
Washington St/I-10 EB Ramps
Intersections Operating at LOS E or worse:
Washington St/Highway 111
Washington St/Fred Waring Drive
Washington St/42nd Ave
Washington St/41st Ave
Washington St/ Varner Rd
Highway 111 Corridor
Eleven intersections along the Highway 111 east/west corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. Of the eleven intersections studied, one
intersection (see below) will operate at or below the LOS standard of D for the City of La Quinta. The
intersection of Highway 111 at Washington Street is operating at LOS E in the PM peak hour. Based on
the 2000 HCM, LOS E describes operations at or near capacity. This level is considered by many
agencies to be the limit of acceptable delay. These high delay values generally indicate poor gaps for the
minor street to cross and large queues.
Intersections Operating at LOS D or better:
Highway 111/Mountain Cove Rd
Highway 111/Channel Dr
Highway 111/Simon Dr
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 2 –Transportation Systems Management (TSM) Study 2-32 Figure 8aMiles AveFred Waring DrAdams StreetWarner TrailPalm Royale DrPebble Beach DriveW ashington StHwy-111Dune Palms RdJefferson StNSWENot to ScaleLegendStudy IntersectionsStop SignSignalized IntersectionFuture No Build (Year 2015) Lane Geometry
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-33
N
S
W E
Not to Scale
Hwy-111
Ave 48
Westward Ho Dr
Dune Palms RdJefferson StAve 47
La Quinta DriveDepot DriveFigure 8b
LegendAdams StreetStudy Intersections
Stop Sign
Signalized Intersection
Future No Build (Year 2015) Lane Geometry
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-34
N
S
W E
Not to Scale Washington StreetAve 47Mountain Cove DrSimon DrPlaza La QuintaLa Quinta CenterFigure 8cFuture No Build (Year 2015) Lane Geometry
Hwy-111
Ave 48
Legend
Study Intersections
Stop Sign
Signalized Intersection
Channel Dr
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-35
Figure 8d
Fred Waring Dr
Darby Rd
Palm Royale Dr
Warner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
41st Avenue
Ave of the States
Harris LaneParkCenter DrLegend
Study Intersections Signalized Intersection
I-10
Future No Build (Year 2015) Lane Geometry
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 2 –Transportation Systems Management (TSM) Study 2-36
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-37
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-38
N
S
W E
Not to Scale Washington StreetAve 47
Channel Dr
Mountain Cove DrSimon DrPlaza la QuintaLa Quinta CenterFigure 9c658912411653801900
92
3470
80
8Legend
Hwy-111
Ave 4813514422948523411861866180105180114126339572210
549 325680243
309 105
89815101111031
34
833892351
6
33
7
8
8
2331
0
3
34991331
37
934152551808
85
976467
2928201 3 770
386
1970
35
99
6
03581713619
224440
171265141 02098
595
12
6
7436
6
1520XXX PM Peak Hour Traffic LOS C or Better LOS E
LOS F LOS D
Future No Build (Year 2015) PM Peak Hour
Counts/LOS
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-39
Figure 9d
Fred Waring Dr
Palm Royale Dr
Warner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
41st Avenue
Ave of the States
Harris LaneParkCenter Dr48514380
749 405421
170985190635 6727
735215
188
684
237165
42
88415041298 27
94
959
368
Legend34305290155889765529
196
260255
741
13872612641727
2633
9
362
1234
43
1756632067167849
18932902852 801596
438225
457
348
114181
357
16861282525 82150
16665
29
173
4174
104
203343912263
3021
0
15
325183
20
2001N
S
W E
Not to Scale
XXX PM Peak Hour Traffic LOS C or Better LOS E
LOS F LOS D
I-10
Future No Build (Year 2015) PM Peak Hour
Counts/LOS
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-40
DELAY LOS
1. Washington Street / Hwy-111 (1)PM 55.6 E
2. Washington Street / Avenue 48 (1)PM 44.6 D
3. Washington Street / Avenue 47 (1)PM 15.0 B
4. Washington Street / Miles Avenue (1)PM 31.0 C
5. Washington Street / Fred Waring Drive (1)PM 56.6 E
6. Washington Street / Palm Royale Drive (1)PM 16.7 B
7. Washington Street / Avenue of the States (1)PM 23.1 C
8. Washington Street / 42nd Avenue (1)PM 63.0 E
9. Washington Street / 41st Avenue (2)PM N/A F
10. Washington Street / Harris Lane (1)PM 15.1 B
11. Washington Street / Country Club Drive (1)PM 45.5 D
12. Washington Street / I-10 EB Ramps (1)PM 28.5 C
13. Varner Road / I-10 WB Ramps (1)PM 27.7 C
14. Hwy-111 / Miles Avenue (1)PM 13.9 B
15. Hwy-111 / Mountain Cove (1)PM 15.7 B
16. Hwy-111 / Plaza La Quinta (1)PM 14.6 B
17. Hwy-111 / Simon Drive (1)PM 13.6 B
18. Hwy-111 / La Quinta Center (1)PM 15.4 B
19. Hwy-111 / La Quinta Drive (1)PM 31.1 C
20. Hwy-111 / Depot Drive (1)PM 25.8 C
21. Adams Street / Avenue 48 (1)PM 22.0 C
22. Adams Street / Hwy-111 (1)PM 28.4 C
23. Adams Street / Westward Ho Drive (1)PM 10.6 B
24. Adams Street / Miles Avenue (1)PM 19.7 B
25. Adams Street / Fred Waring Drive (1)PM 31.0 C
26. Dune Palms Road / Avenue 48 (1)PM 11.5 B
27. Dune Palms Road / Hwy-111 (1)PM 25.4 C
28. Dune Palms Road / Miles Avenue (1)PM 19.0 B
29. Dune Palms Road / Fred Waring Drive (1)PM 21.0 C
30. Jefferson Street / Avenue 48 (1)PM 29.4 C
31. Jefferson Street / Hwy-111 (1)PM 30.8 C
32. Jefferson Street / Westward Ho Drive (1)PM 4.8 A
33. Jefferson Street / Pebble Beach Drive (1)PM 5.1 A
34. Jefferson Street / Miles Avenue (1)PM 34.5 C
35. Jefferson Street / Fred Waring Drive (1)PM 32.5 C
36. Fred Waring Drive / Warner Trail (1)PM 32.9 C
37. Fred Waring Drive / Palm Royale Drive (1)PM 15.4 B
38. Varner Road / Washington Street (1)PM >80.0 F
39. Miles Avenue / Warner Trail (1)PM 9.0 A
40. Channel Drive / Washington Street (1)PM 23.2 C
DELAY is measured in seconds
LOS = Level of Service
Source: VRPA conducted LOS analysis using Synchro 6.0
(2) One-way Stop Controlled Intersection. Delay results not applicable. The LOS is shown for the worst movement.
N/A = LOS for One and Two-way stop controlled intersection is shown for worst turning movement.
(1) Signalized Intersection. Delay results show the average delay for the entire intersection.
PEAK
HOUR
NO BUILDINTERSECTION
TABLE 7
Washington Street/Highway 111 TSM/TDM Corridor Study
No Build Intersection LOS
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-41
Highway 111/La Quinta Center
Highway 111/La Quinta Dr
Highway 111/Depot Dr
Highway 111/Adams St
Highway 111/ Dune Palms Rd
Highway 111/Jefferson St
Highway 111/Miles Dr
Intersections Operating at LOS E or worse:
Highway 111/ Washington St
Fred Waring Drive Corridor
Six intersections along the Fred Waring Drive east/west corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. Five intersections studied (see below) will
operate at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a crowded
operation, with below average delays. At level D, the influence of congestion becomes more noticeable.
The intersection of Fred Waring Drive at Washington Street is operating at LOS E in the PM peak hour.
Based on the 2000 HCM, LOS E describes operations at or near capacity. This level is considered by
many agencies to be the limit of acceptable delay. These high delay values generally indicate poor gaps
for the minor street to cross and large queues.
Intersections Operating at LOS D or better:
Fred Waring Dr/Adams St
Fred Waring Dr/Dune Palms Rd
Fred Waring Dr/Jefferson St
Fred Waring Dr/Warner Trail
Fred Waring Dr/Palm Royale Dr
Intersections Operating at LOS E or worse:
Fred Waring Dr/Washington St
Jefferson Street Corridor
Six intersections along the Jefferson Street north/south corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All six intersections studied (see below)
will operate at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a
crowded operation, with below average delays. At level D, the influence of congestion becomes more
noticeable.
Intersections Operating at LOS D or better:
Jefferson St/Ave 48
Jefferson St/Highway 111
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-42
Jefferson St/Westward Ho Dr
Jefferson St/Pebble Beach Dr
Jefferson St/Miles Ave
Jefferson St/Fred Waring Dr
Adams Street Corridor
Five intersections along the Adams Street north/south corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All five intersections studied (see below)
will operate at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a
crowded operation, with below average delays. At level D, the influence of congestion becomes more
noticeable.
Intersections Operating at LOS D or better:
Adams St/Ave 48
Adams St/Highway 111
Adams St/Westward Ho Dr
Adams St/Miles Ave
Adams St/Fred Waring Dr
Miles Avenue Corridor
Six intersections along the Miles Avenue east/west corridor were analyzed in order to identify the average
delay experienced by vehicles during the PM peak hour. All six intersections studied (see below) will
operate at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a crowded
operation, with below average delays. At level D, the influence of congestion becomes more noticeable.
Intersections Operating at LOS D or better:
Miles Ave/Washington St
Miles Ave/Adams St
Miles Ave/Dune Palms Rd
Miles Ave/Jefferson St
Miles Ave/Warner Trail
Miles Ave/Highway 111
Dune Palms Road Corridor
Four intersections along the Dune Palms Road north/south corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. All four intersections studied (see below)
will operate at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a
crowded operation, with below average delays. At level D, the influence of congestion becomes more
noticeable.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-43
Intersections Operating at LOS D or better:
Dune Palms Rd/Ave 48
Dune Palms Rd/Highway 111
Dune Palms Rd/Miles Ave
Dune Palms Rd/Fred Waring Dr
Avenue 48 Corridor
Four intersections along the Avenue 48 east/west corridor were analyzed in order to identify the average
delay experienced by vehicles during the PM peak hour. All four intersections studied (see below) will
operate at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a crowded
operation, with below average delays. At level D, the influence of congestion becomes more noticeable.
Intersections Operating at LOS D or better:
Ave 48/Washington St
Ave 48/Adams St
Ave 48/Dune Palms Rd
Ave 48/Jefferson St
Westward Ho Drive Corridor
Two intersections along the Westward Ho Drive east/west corridor were analyzed in order to identify the
average delay experienced by vehicles during the PM peak hour. Both intersections studied (see below)
will operate at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a
crowded operation, with below average delays. At level D, the influence of congestion becomes more
noticeable.
Intersections Operating at LOS D or better:
Westward Ho Dr/Adams St
Westward Ho Dr/Jefferson St
Varner Road Corridor
Two intersections along the Varner Road east/west corridor were analyzed in order to identify the average
delay experienced by vehicles during the PM peak hour. One intersection studied (see below) will operate
at LOS D or better for the City of La Quinta. Based on the 2000 HCM, LOS D describes a crowded
operation, with below average delays. At level D, the influence of congestion becomes more noticeable.
The intersection of Washington Street at Varner Avenue will operate at LOS F in the PM peak hour. Based
on the 2000 HCM, LOS F describes operations that are at the failure point.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-44
Intersections Operating at LOS D or better:
Varner Ave/I-10 WB ramps
Intersections Operating at LOS E or worse:
Varner Ave/Washington St
Future No Build (Year 2015 Without Improvements) Scenario Segment Level of
Service Analysis
Segment LOS is important in order to understand whether the capacity of a roadway can accommodate
future traffic volumes. Table 9 provides a definition of segment LOS. The performance criteria used for
evaluating volumes and capacities on the road and highway system for this Study were estimated using the
County of Riverside Roadway Capacity Table. The table considers the capacity of individual road and
highway segments based on roadway variables (design speed, passing opportunities, signalized
intersections per mile, number of lanes, saturation flow, etc.). The capacity table is provided in Appendix E
and existing segment LOS results are displayed in Figures 6 and 7 and Table 6.
Future No Build (Year 2015 Without Improvements) Scenario Segment Level of
Service Findings
Under No Build conditions most of the segments in the Study Area will operate at acceptable Levels of
Service. The following segments will operate at LOS E or F:
LOS E
Highway 111 – Mountain Cove Dr to Plaza La Quinta
Washington Street
Avenue 47 to Avenue 48
Miles Avenue to Fred Waring Drive
LOS F
Highway 111 – West of Miles to Mountain Cove Dr
Washington Street
Varner Road to Country Club Drive
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-45
Roadway Segment
Number of
Lanes
Roadway
Classification LOS1 ADT
41st Ave East of Washington St 2 Arterial C 1200*
42nd Ave West of Washington St 4 Urban Arterial C 18600*
42nd Ave East of Washington St 4 Urban Arterial C 19500*
Adams St Fred Waring Dr to Miles Ave 4 Urban Arterial C 12900*
Adams St Miles Ave to Westward Ho Dr 4 Urban Arterial C 13300*
Adams St Westward Ho Dr to Highway 111 4 Urban Arterial C 15900
Adams St Highway 111 to Ave 48 4 Urban Arterial C 13300
Ave 48 Washington St to Adams St 4 Arterial C 15200
Ave 48 Adams St to Dune Palms Rd 4 Arterial C 15400*
Ave 48 Dune Palms Rd to Jefferson St 4 Arterial C 20300
Ave of the States West of Washington St 2 Arterial C 7800*
Highway 111 West of Miles Ave 4 Urban Arterial F 36700*
Highway 111 Miles Ave to Mountain Cove Dr 4 Urban Arterial F 36700
Highway 111 Mountain Cove Dr to Plaza La Quinta 4 Urban Arterial E 34800*
Highway 111 Plaza La Quinta to Washington St 6 Urban Arterial C 35300
Highway 111 Washington St to Adams St 6 Urban Arterial C 38900
Highway 111 Adams St to Dune Palms Rd 6 Urban Arterial C 37100
Highway 111 Dune Palms Rd to Jefferson St 6 Urban Arterial D 43500
Country Club Drive Park Center Dr to Washington St 4 Urban Arterial C 26200
Country Club Drive Washington St to Adams St 4 Urban Arterial C 18200
Dune Palms Rd Fred Waring Dr to Miles Ave 4 Urban Arterial C 5900*
Dune Palms Rd Miles Ave to Westward Ho Dr 4 Urban Arterial C 8400*
Dune Palms Rd Westward Ho Dr to Highway 111 4 Urban Arterial C 10600
Dune Palms Rd Highway 111 to Ave 48 4 Urban Arterial C 8900
Fred Waring Dr West of Warner Trail 6 Urban Arterial C 27900
Fred Waring Dr Warner Trail to Washington St 6 Urban Arterial C 34100
Fred Waring Dr Washington St to Palm Royale Dr 6 Urban Arterial C 30900
Fred Waring Dr Palm Royale Dr to Adams St 5 Urban Arterial C 26800*
Fred Waring Dr Adams St to Dune Palms Rd 4 Urban Arterial C 25200
Fred Waring Dr Dune Palms Rd to Jefferson St 6 Urban Arterial C 25200
Harris Lane Country Club Dr to Washington St 2 Arterial C 5500*
Jefferson St Fred Waring Dr to Miles Ave 6 Urban Arterial C 25900
Jefferson St Miles Ave to Westward Ho Dr 6 Urban Arterial C 26800
Jefferson St Westward Ho Dr to Highway 111 6 Urban Arterial C 30200
Jefferson St Highway 111 to Ave 48 6 Urban Arterial C 33400
Miles Ave Highway 111 to Warner Trail 2 Arterial C 6100
Miles Ave Warner Trail to Washington St 4 Urban Arterial C 8800
Miles Ave Washington St to Adams St 4 Urban Arterial C 12700
Miles Ave Adams St to Dune Palms Rd 4 Urban Arterial C 8000*
Miles Ave Dune Palms Rd to Jefferson St 4 Urban Arterial C 7400*
Mountain Cove Dr South of Highway 111 2 Arterial C 1200*
Mountain View West of Washington St 2 Arterial C 700*
Palm Royale Dr East of Washington St 2 Arterial C 8700*
Varner Rd West of Washington St 4 Arterial C 22100
Varner Rd Washington St to I-10 WB Ramp 4 Arterial D 31100
Varner Rd East of I-10 WB Ramp 4 Arterial D 20200
Warner Trail Fred Waring Dr to Miles Ave 2 Arterial C 3500*
Washington St North of Varner Rd 6 Urban Arterial C 23700
Washington St Varner Rd to I-10 EB Ramps 6 Urban Arterial F 69500
Washington St I-10 EB Ramps to Country Club Dr 6 Urban Arterial F 56600
Washington St Country Club Dr to 41st Avenue 6 Urban Arterial C 37500
Washington St 41st Ave to 42nd Ave 6 Urban Arterial C 40000
Washington St 42nd Ave to Ave of the States 6 Urban Arterial C 42900
Washington St Ave of the States to Palm Royale Dr 6 Urban Arterial D 43600*
Washington St Palm Royale Dr to Fred Waring Dr 6 Urban Arterial D 45400
Washington St Fred Waring Dr to Miles Ave 6 Urban Arterial E 48800
Washington St Miles Ave to Highway 111 6 Urban Arterial C 40600
Washington St Highway 111 to Ave 47 6 Urban Arterial E 49000
Washington St Ave 47 to Ave 48 6 Urban Arterial C 39600*
Westward Ho Dr Adams St to Jefferson St 2 Arterial C 4200*
* Average Daily Traffic was estimated using peak hour counts
1. C indicates LOS C or better.
TABLE 8
Washington/Hwy 111 Commercial Corridors
No Build Segment Capacity Analysis
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-46
N
S
W E
Not to Scale
Hwy-111
Ave 48
Westward Ho Dr
Miles Ave
Fred Waring Dr
Adams StreetDune Palms RdJefferson StWashington StreetAve 47Warner TrailMountain Cove DrSimon DrPlaza La QuintaPalm Royale DrLa Quinta CentreLa Quinta DriveDepot DriveFigure 10Future No Build (Year 2015) ADT
Washington Corridor Study Area
Ave 48 to Fred Waring Drive
36,700
3
8,9
00
43,500 26,80033,40010,6008,90037,10015,90013,30015,200 2
0,300 25,90030,2004
8
,
8
0
0
3
4
,
3
0
0
49,0006,1008,800 10,100
7,400*
27,900 34,100 30,900
25,200
25,200
36,700*
8,000*5,900*8,400*15,400*39,600*4,200*
26,800*3,500*13,300*12,900*35,3001,200*34,800*
* Average Daily Traffic was estimated using peak hour counts.
Legend:
XX,XXX Average Daily Traffic
LOS C or Better
LOS E
LOS F
LOS D Number of Lanes6
6
6
6
6 6
2
2
2
2
44
4
4
4
6
6
6
6
6
6 5
4
4
4 4
4 4
4
4
4
4
4
4
4
6
6
6
6
4 6
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-47
Future No Build (Year 2015) ADT
Along Washington Corridor
Fred Waring to I-10 WB Ramps
Figure 11
Fred Waring Dr
Palm Royale Dr/Darby Rd
Warner TrailWashington StreetAdams StreetYucca Lane42nd Avenue
Country Club Dr
Varner Rd
Indio Blvd
41st Avenue
Jefferson StN
S
W E
Not to Scale
Dune Palms RdAve of the States
Harris LaneParkCenter DrLegend:
XX,XXX Average Daily Traffic
31,100
23,700
56,600
37,500
40,0001,200*
26,200 18,200
42,900
45,40043,600*8,700*Mountain
View
700*
7,800*
19,500*18,600*
20,200
22,100*
5500*Pal
m Royal
e
Dr
* Average Daily Traffic was estimated using peak hour counts.
LOS C or Better
LOS E
LOS F
LOS D
69,500
I-10
4
4
6
6
6
6
6
66 65 4
2
2
2
4
6
4
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-48
Future Build (Year 2015 With Improvements) TSM Alternatives
Alternative 1 – TSM Future Build Conditions (Year 2015 With Improvements) - add NB left turn lane
and WB right turn lane at Washington Street and Highway 111, Signalize Washington Street at 41st
Avenue
With the addition of a northbound left turn lane and westbound right turn lane at Washington Street and
Highway 111 and a signal at Washington Street and 41st Avenue (see Figures 12 & 13 below) these
intersections would meet the LOS standard of D as documented in Table 9.
Figure 12
Washington Street/Highway 111
Northbound Left and Westbound Right Lanes Added
Figure 13
Washington Street/41st Avenue
Install Signal
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-49
TABLE 9
Washington Street/Highway 111 TSM/TDM Corridor Study
Alternative 1 – Future Year (2015) Build Intersection LOS
DELAY LOS
1. Washington Street / Hwy-111 (1)PM 49.4 D
2. Washington Street / Avenue 48 (1)PM 44.6 D
3. Washington Street / Avenue 47 (1)PM 15.0 B
4. Washington Street / Miles Avenue (1)PM 31.9 C
5. Washington Street / Fred Waring Drive (1)PM 56.7 E
6. Washington Street / Palm Royale Drive (1)PM 16.7 B
7. Washington Street / Avenue of the States (1)PM 22.5 C
8. Washington Street / 42nd Avenue (1)PM 69.5 E
9. Washington Street / 41st Avenue (1)PM 7.6 A
10. Washington Street / Harris Lane (1)PM 22.5 C
11. Washington Street / Country Club Drive (1)PM 45.4 D
12. Washington Street / I-10 EB Ramps (1)PM 28.4 C
13. Varner Road / I-10 WB Ramps (1)PM 27.7 C
14. Hwy-111 / Miles Avenue (1)PM 13.9 B
15. Hwy-111 / Mountain Cove (1)PM 15.4 B
16. Hwy-111 / Plaza La Quinta (1)PM 16.1 B
17. Hwy-111 / Simon Drive (1)PM 14.0 B
18. Hwy-111 / La Quinta Center (1)PM 15.7 B
19. Hwy-111 / La Quinta Drive (1)PM 30.3 C
20. Hwy-111 / Depot Drive (1)PM 25.8 C
21. Adams Street / Avenue 48 (1)PM 22.0 C
22. Adams Street / Hwy-111 (1)PM 28.3 C
23. Adams Street / Westward Ho Drive (1)PM 10.5 B
24. Adams Street / Miles Avenue (1)PM 19.7 B
25. Adams Street / Fred Waring Drive (1)PM 31.0 C
26. Dune Palms Road / Avenue 48 (1)PM 11.5 B
27. Dune Palms Road / Hwy-111 (1)PM 26.5 C
28. Dune Palms Road / Miles Avenue (1)PM 19.0 B
29. Dune Palms Road / Fred Waring Drive (1)PM 21.0 C
30. Jefferson Street / Avenue 48 (1)PM 29.4 C
31. Jefferson Street / Hwy-111 (1)PM 42.3 D
32. Jefferson Street / Westward Ho Drive (1)PM 5.1 A
33. Jefferson Street / Pebble Beach Drive (1)PM 5.0 A
34. Jefferson Street / Miles Avenue (1)PM 32.3 C
35. Jefferson Street / Fred Waring Drive (1)PM 26.4 C
36. Fred Waring Drive / Warner Trail (1)PM 32.9 C
37. Fred Waring Drive / Palm Royale Drive (1)PM 15.4 B
38. Varner Road / Washington Street (1)PM >80 F
39. Miles Avenue / Warner Trail (1)PM 9.0 A
40. Channel Drive / Washington Street (1)PM 24.2 C
DELAY is measured in seconds
LOS = Level of Service
Source: VRPA conducted LOS analysis using Synchro 6.0
(1) Signalized Intersection. Delay results show the average delay for the entire intersection.
PEAK
HOUR
BUILDINTERSECTION
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-50
Alternative 2 – Future Build Conditions (Year 2015 With Improvements) - Washington Street Traffic
Rerouting
Traffic rerouting was analyzed for purposes of relieving congestion at intersections already at or near
capacity. The following reroute was included in the Synchro analysis. The resulting intersection levels of
service are illustrated in Figure 14 and displayed in Table 10.
Washington Street/Highway 111 Southbound Lefts
Reroute SB lefts at Washington Street/Highway 111 to Miles Avenue
Figure 14
Reroute Washington Street/Highway 111 SB Lefts
Avenue 48
Ave 47
Highway 111
10 86
Fred Waring Drive
Miles Avenue
Westward Ho Drive
Washington StreetAdams StreetWarner TrailDune Palms RoadJefferson StreetIndio Blvd
Palm Royale Dr
N
S
W E
Not to Scale
Darby St
+200
-200
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-51
DELAY LOS
1. Washington Street / Hwy-111 (1)PM 54.0 D
2. Washington Street / Avenue 48 (1)PM 44.6 D
3. Washington Street / Avenue 47 (1)PM 15.0 B
4. Washington Street / Miles Avenue (1)PM 41.3 D
5. Washington Street / Fred Waring Drive (1)PM 55.4 E
6. Washington Street / Palm Royale Drive (1)PM 16.6 B
7. Washington Street / Avenue of the States (1)PM 22.8 C
8. Washington Street / 42nd Avenue (1)PM 63.5 E
9. Washington Street / 41st Avenue (1)PM 7.6 A
10. Washington Street / Harris Lane (1)PM 15.5 B
11. Washington Street / Country Club Drive (1)PM 45.1 D
12. Washington Street / I-10 EB Ramps (1)PM 28.4 C
13. Varner Road / I-10 WB Ramps (1)PM 27.7 C
14. Hwy-111 / Miles Avenue (1)PM 13.9 B
15. Hwy-111 / Mountain Cove (1)PM 15.3 B
16. Hwy-111 / Plaza La Quinta (1)PM 14.7 B
17. Hwy-111 / Simon Drive (1)PM 14.9 B
18. Hwy-111 / La Quinta Center (1)PM 15.9 B
19. Hwy-111 / La Quinta Drive (1)PM 29.9 C
20. Hwy-111 / Depot Drive (1)PM 26.2 C
21. Adams Street / Avenue 48 (1)PM 22.0 C
22. Adams Street / Hwy-111 (1)PM 30.0 C
23. Adams Street / Westward Ho Drive (1)PM 10.1 B
24. Adams Street / Miles Avenue (1)PM 18.9 B
25. Adams Street / Fred Waring Drive (1)PM 31.0 C
26. Dune Palms Road / Avenue 48 (1)PM 11.5 B
27. Dune Palms Road / Hwy-111 (1)PM 25.6 C
28. Dune Palms Road / Miles Avenue (1)PM 19.0 B
29. Dune Palms Road / Fred Waring Drive (1)PM 21.0 C
30. Jefferson Street / Avenue 48 (1)PM 29.4 C
31. Jefferson Street / Hwy-111 (1)PM 30.8 C
32. Jefferson Street / Westward Ho Drive (1)PM 4.6 A
33. Jefferson Street / Pebble Beach Drive (1)PM 5.3 A
34. Jefferson Street / Miles Avenue (1)PM 34.5 C
35. Jefferson Street / Fred Waring Drive (1)PM 32.5 C
36. Fred Waring Drive / Warner Trail (1)PM 32.9 C
37. Fred Waring Drive / Palm Royale Drive (1)PM 15.7 B
38. Varner Road / Washington Street (1)PM >80.0 F
39. Miles Avenue / Warner Trail (1)PM 9.0 A
40. Channel Drive / Washington Street (1)PM 25.8 C
DELAY is measured in seconds
LOS = Level of Service
Source: VRPA conducted LOS analysis using Synchro 6.0
INTERSECTION
(1) Signalized Intersection. Delay results show the average delay for the entire intersection.
PEAK
HOUR
NO BUILD
TABLE 10
Washington Street/Highway 111 TSM/TDM Corridor Study
Alternative 2 – Future Year (2015) Build Intersection LOS (Reroute Washington SB Lefts)
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-52
Alternative 3 – Future Build Conditions (Year 2015 With Improvements) - Washington Street Traffic
Rerouting
Traffic rerouting was analyzed for purposes of relieving congestion at intersections already at or near
capacity. The following reroute was included in the Synchro analysis. The resulting intersection levels of
service are illustrated in Figure 15 and displayed in Table 11.
Washington Street Northbound Thrus
Reroute NB thrus at Washington Street/Avenue 48 to Adams Street
Figure 15
Reroute Washington Street/Avenue 48 NB Thrus
Avenue 48
Ave 47
Highway 111
10 86
Fred Waring Drive
Miles Avenue
Westward Ho Drive
Washington StreetAdams StreetWarner TrailDune Palms RoadJefferson StreetIndio Blvd
Palm Royale Dr
N
S
W E
Not to Scale
Darby St
+100
-100
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 2 –Transportation Systems Management (TSM) Study
2-53
DELAY LOS
1. Washington Street / Hwy-111 (1)PM 54.9 D
2. Washington Street / Avenue 48 (1)PM 44.5 D
3. Washington Street / Avenue 47 (1)PM 15.2 B
4. Washington Street / Miles Avenue (1)PM 30.8 C
5. Washington Street / Fred Waring Drive (1)PM 56.6 E
6. Washington Street / Palm Royale Drive (1)PM 17.6 B
7. Washington Street / Avenue of the States (1)PM 23.2 C
8. Washington Street / 42nd Avenue (1)PM 63.0 E
9. Washington Street / 41st Avenue (1)PM 7.6 A
10. Washington Street / Harris Lane (1)PM 15.1 B
11. Washington Street / Country Club Drive (1)PM 45.5 D
12. Washington Street / I-10 EB Ramps (1)PM 28.5 C
13. Varner Road / I-10 WB Ramps (1)PM 27.7 C
14. Hwy-111 / Miles Avenue (1)PM 13.9 B
15. Hwy-111 / Mountain Cove (1)PM 15.7 B
16. Hwy-111 / Plaza La Quinta (1)PM 14.7 B
17. Hwy-111 / Simon Drive (1)PM 13.4 B
18. Hwy-111 / La Quinta Center (1)PM 14.7 B
19. Hwy-111 / La Quinta Drive (1)PM 30.1 C
20. Hwy-111 / Depot Drive (1)PM 26.2 C
21. Adams Street / Avenue 48 (1)PM 25.1 C
22. Adams Street / Hwy-111 (1)PM 30.3 C
23. Adams Street / Westward Ho Drive (1)PM 10.5 B
24. Adams Street / Miles Avenue (1)PM 20.5 B
25. Adams Street / Fred Waring Drive (1)PM 38.1 D
26. Dune Palms Road / Avenue 48 (1)PM 11.5 B
27. Dune Palms Road / Hwy-111 (1)PM 25.9 C
28. Dune Palms Road / Miles Avenue (1)PM 19.0 B
29. Dune Palms Road / Fred Waring Drive (1)PM 21.0 C
30. Jefferson Street / Avenue 48 (1)PM 29.4 C
31. Jefferson Street / Hwy-111 (1)PM 30.8 C
32. Jefferson Street / Westward Ho Drive (1)PM 4.8 A
33. Jefferson Street / Pebble Beach Drive (1)PM 5.3 A
34. Jefferson Street / Miles Avenue (1)PM 34.5 C
35. Jefferson Street / Fred Waring Drive (1)PM 32.5 C
36. Fred Waring Drive / Warner Trail (1)PM 32.9 C
37. Fred Waring Drive / Palm Royale Drive (1)PM 15.6 B
38. Varner Road / Washington Street (1)PM >80.0 F
39. Miles Avenue / Warner Trail (1)PM 9.0 A
40. Channel Drive / W ashington Street (1)PM 22.4 C
DELAY is measured in seconds
LOS = Level of Service
Source: VRPA conducted LOS analysis using Synchro 6.0
(1) Signalized Intersection. Delay results show the average delay for the entire intersection.
PEAK
HOUR
NO BUILDINTERSECTION
TABLE 11
Washington Street/Highway 111 TSM/TDM Corridor Study
Alternative 3 – Future Year (2015) Build Intersection LOS (Reroute Washington NB Thrus)
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Recommended TSM Alternative
Alternative 1 is the preferred Alternative. Implementation of Alternative 1 (adding a northbound left and
westbound right turn lane at Washington Street/Highway 111) would achieve LOS D without requiring
travelers to go out of their way to reach their destination. In addition, it is recommended that the
recommended improvements along Washington and Highway 111 be implemented and that future
improvements be considered in the year 2015 or when the Washington /Highway 111 intersection reaches
an average peak hour delay of 70 seconds or higher.
Other Future Year 2015 Recommended Intersection Improvements
The following intersection improvements are recommendations for intersections other than Washington
Street/Highway 111 and Washington Street/41st Avenue. Aerial locations are shown in Appendix F.
Washington Street/Avenue 48 Southbound Dual Left & Westbound Triple Left
Washington Street/42nd Avenue Southbound Dual Left
Washington Street/Country Club Drive Add NB & EB Right Turn Lanes
Washington Street/Via Sevilla Install Signal
Washington Street/Woodhaven Country Club Install Signal
Close Median Breaks on Washington Street
Closure of the following median breaks is recommended. Aerial locations are shown in Appendix F.
Washington Street at Emerald Crest
Close median along Washington Street resulting in a right turn only at Emerald Crest. Access to U-turn for vehicles wanting
to go south is at Harris Lane 600’ north.
Washington Street at Sunnybrook
Close median along Washington Street resulting in a right turn only eastbound and westbound. Access to U-turns is 1000’
south at 41st Avenue and 1000’ north at Harris Lane.
Washington Street at Whirling Wind
Close median along Washington Street resulting in a right turn only at Whirling Wind. Access to U-turn is 400’ south at 41st
Avenue.
Washington Street at Easthaven Road
Close median along Washington Street resulting in a right turn only at Easthaven Road. Access to U-turn is 600’ north at
Woodhaven Country Club
Washington Street at Tucson Circle
Close median along Washington Street resulting in a right turn only at Tucson Circle. Access to U-turn is 1/3 mile south at
Fred Waring Drive.
Washington Street at Desert Breezes Resort
Close median along Washington Street resulting in a right turn only at Desert Breezes Resort. Access to U-turn is 600’
south at Fred Waring Drive.
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Right Turn Deceleration Lanes on Washington Street
The installation of the following right turn deceleration lanes is recommended. Aerial locations are shown in
Appendix F.
Northbound at Ralph’s Shopping Center South of 42nd Avenue
Northbound at Shopping Center South of Country Club Drive
Southbound at Shopping Center South of Country Club Drive
Southbound at Albertson’s Shopping Center South of 42nd Avenue
Other Improvements (Recommended)
Improved Signal Coordination:
Washington Street/I-10 Interchange Area
Implement Signal Coordination:
Jefferson Street, Westward Ho Drive to Country Club Drive
Adams Street, Avenue 48 to Fred Waring Drive
Dune Palms Road, Avenue 48 to Fred Waring Drive
Remove Delineators, Install Median Island:
Washington Street/Hidden River Road
Other Improvements (Not Recommended at This Time, but to Consider in the Future)
The following are improvements that could be considered in the future, but are not recommended at this
time. It is recommended that these improvements be reconsidered periodically in the future, as warranted
by traffic conditions. Reconsideration would be recommended in the year 2015 or when the peak hour
intersection of Washington Street/Highway 111 increases to a delay of 70 seconds or greater.
Route Advisory Signing:
Static Guide Signs
Changeable Message Signs
Adaptive Traffic Signal Timing:
Real-time adjustment of cycle lengths and phase times based on traffic detectors
SCOOT/SCAT Systems
Traffic Management Center
Project Costs and Funding Sources
Table 12 provides a list of project costs for each specific improvement included in the recommended
alternative described above. According to the table, the total cost of all TSM improvements is $2.78 million
in current dollars. Potential funding sources are also provided for each TSM improvement.
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Washington Street/41st Ave
Traffic Signal $200,000
City of Palm Desert/Riverside
County/CMAQ
Washington St/Ave 48
Intersection Improvements $200,000 City of La Quinta/CMAQ
Washington St/42nd Ave
Intersection Improvements $400,000 City of Palm Desert/CMAQ
Washington St/ViaSevilla
Traffic Signal $200,000
Private Development
Impact Mitigiation (PDIM)/
CMAQ
Washington St/Woodhaven Dr
Traffic Signal $200,000 City of Palm Desert/CMAQ
Washington St/Country Club Drive
Intersection Improvements $50,000
City of Palm Desert/Riverside
County/CMAQ
Washington St/Emerald Crest
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Sunnybrook
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Whirling Wind
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Easthaven Road
Close Median $50,000
City of Palm Desert/Riverside
County/CMAQ
Washington St/Tuscon Circle
Close Median $50,000 City of Palm Desert/CMAQ
Washington St/Desert Breezes Resort
Close Median $50,000
City of La Quinta/ PDIM/ City of
Palm Desert/CMAQ
Right Turn Decelaration Lane - NB Ralph's
Shopping Center South of 42nd Ave $100,000
City of Palm Desert/Riverside
County/CMAQ
Right Turn Decelaration Lane - NB Ralph's
Shopping Center South of Country Club Drive $100,000
City of Palm Desert/Riverside
County/CMAQ
Right Turn Decelaration Lane - SB Ralph's
Shopping Center South of Country Club Drive $100,000 City of Palm Desert/CMAQ
Right Turn Decelaration Lane - SB Ralph's
Shopping Center South of 42nd Ave $100,000 City of Palm Desert/CMAQ
Washington St/I-10 Interchange Area
Signal Coordination $180,000 CMAQ
Jefferson St, Westward Ho Dr to
County Club Dr $120,000 CMAQ
Adams St, Ave 48 to
Fred Waring Dr $90,000 CMAQ
Dune Palms Rd, Ave 48 to
Fred Waring Dr $90,000 CMAQ
Washington St/Hidden River Rd
Install Median Island $50,000
City of Palm Desert/Riverside
County/CMAQ
Total $2,780,000
DELAY is measured in seconds
LOS = Level of Service
Source: VRPA conducted LOS analysis using Synchro 6.0
(1) Signalized Intersection. Delay results show the average delay for the entire intersection.
ESTIMATED COST
(2010 DOLLARS)
POTENTIAL FUNDING
SOURCESIMPROVEMENT
TABLE 12
Recommended TSM Improvements
Cost Estimates and Potential Funding Sources
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Chapter 3
Transportation Demand Management (TDM) Study
What is TDM?
Since TDM began to develop in the early 1970’s, TDM measures have continued to evolve in response to
the changing nature of transportation challenges and individual travel preferences. Today, as the number
of commuters and vehicle emissions steadily increase, while the land available for capacity improvements
decreases, TDM emerges as a critical component of any regional or local transportation strategy.
As TDM has evolved, the concept has increasingly emphasized the establishment and maintenance of
strategic partnerships between the public and private sectors. TDM partners aim to improve the efficiency
of the transportation system and to maximize the use of existing transportation investments by:
Increasing the number of people per vehicle (including transit vehicles, vanpools and carpools)
Maximizing the use of underutilized travel times (by time-of-day and day-of-week) and travel routes –
including transit routes and pedestrian / bicycle paths
Reducing trip frequency and distance, and eliminating some trips altogether
Benefits of TDM policies and strategies include:
Reduced auto-related emissions and improved air quality
Decreased traffic congestion
Increased travel options for residents and commuters
Reduced personal transportation costs and energy consumption
Improved quality of life for communities
Delayed/reduced roadway related infrastructure expansion
Improved access for employers
Support of smart growth strategies
Until now, it has been possible to meet the increasing travel demand through new roads and road
widenings. However, such “supply side” solutions will not be enough in the future. Exclusive dependence
on roads is not feasible, sustainable or desirable. It is necessary to look at the demand side also, through
the development of TDM measures. While TDM alone cannot be expected to meet the future growth in
demand, it is an important component among a range of solutions.
Successful implementation of TDM requires cooperation, coordination, and commitment of all of the
organizations responsible for transportation. To successfully implement the strategies ultimately
recommended in this Study, it is necessary that the most appropriate organization(s) take the lead for each
strategy and work in collaboration with others as required. Based on best practices, it is clear that a
number of complementary
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TDM strategies will need to be implemented in a coordinated manner to achieve a significant level of
success. TDM implementation is like a tool box. There is no single magic bullet in the tool box, but if a
number of tools are deployed in well planned and coordinated manner, TDM can help make a difference.
Leadership, commitment, cooperation, coordination, collaboration and perseverance will be the key to
success in implementing TDM.
Existing TDM Conditions
As pointed out in the 2004 CVAG Origin and Destination Survey (O&D), 92% of all household trips in the
Coachella Valley are made by personal vehicles and only 1% was made by public transit. The report also
indicated that trip making by household is increasing due to rapid development throughout the area which
enhances trip making opportunities and in the increased in household size which simply means that more
trips are necessary for each household unit. In addition to a low percentage of trips made by transit versus
personal vehicles and the realities of more people living in typical households, the CVAG report also
identified the Washington Street and Route 111 commercial corridor as the highest trip making location in
the valley. Together, these issues provide the basis for a positive outlook when considering alternative
transportation and TDM strategies in the area.
The CVAG O&D report also revealed that a typical resident spent between 48 and 62 minutes per day
traveling between destinations. However, transit users are reported to spend nearly 2 hours (108 minutes)
traveling between destinations per day. In addition, almost 45% of the trips made by the region’s
households are less than 10 minutes long, with 21.6% being less than five minutes. These statistics and
other observations indicate that we can make significant improvements for the transit dependant population
and at the same time encourage and accommodate alternative transportation choices for the entire
population.
Development in the Study Area is regional in scale. The intersection at Washington Street and Highway
111 is the single largest destination in the Coachella Valley region as referenced in the CVAG O&D Study.
This development generates and attracts significant volumes of auto trips from through the Coachella
Valley and beyond. As a result, the demand for street and road and other enhanced modal improvements
is needed to address congestion and delay along Washington and Highway 111. The scale of this issue
requires the affected agencies to look at non-traditional methods to solve the congestion and delay
problems. Such methods include changing the way people travel, the times that they travel, enhancing the
existing environment to provide better connections between modes, and other innovative ideas. A shift in
the way people travel will occur when they begin to understand that alternative transportation modes are
viable, not just for others, but for themselves locally. They will begin to understand that alternative modes
can be accommodated.
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Observations
In the 1990s, Coachella Valley cities and the County of Riverside adopted local TDM Ordinances. Table 13
provides a list of the TDMs included in those ordinances and the status of each TDM measure as it relates
to the Study Area. Even though these ordinances have been on record for many years, many elements of
the ordinances have not been actively applied or enforced. After extensive site visits throughout the Route
111 commercial corridor, the project team developed some ideas that may be effective at capturing more
public acceptance of alternative transportation modes.
To develop a good sense of the conditions faced by transit users and pedestrians members of the project
team drove and/or walked along the Route 111 corridor from Indio to Palm Springs. In addition to moving
through the corridor time was spent observing the interactions between pedestrians and bicyclists and
motor vehicles. One of the more interesting observations made on the site visits was the enormous size, or
geographic scale, of the more recent commercial centers along the corridor, especially those in the Cities of
La Quinta, Palm Desert, and Indio. The reality of the large scale projects may provide enhanced
opportunities for implementing some TDM solutions.
This is an aerial view of the immediate study centered on the
Intersection of Washington Street and Route 111. This area also
includes the number one trip destination in the CVAG Region.
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This is the NW Corner of Washington Street and Route 111. Note the lack of connection between the
transit stop location and the commercial activities.
This is the SW Corner of Washington Street and Route 111. Note the lack of connection between the
commercial activities and the homes located immediately adjacent to the center.
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This an example of pedestrian facilities
that do not complete a connection with
nearby trip attractions in La Quinta
Walking along the access driveway at
the end of the sidewalk does not feel
safe and tends to discourage walking
and transit use.
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Another view of transit shelter shows
there is no direct connection to the
commercial center.
This an example of pedestrian facilities
that do not complete a connection with
nearby trip attractions in La Quinta
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This transit shelter (currently out of
service) is conveniently located at the
curb side with sidewalk.
This is the view just east of the shelter
where the sidewalk ends at the vehicle
access driveway.
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Where the sidewalk ends at the
driveway there is no safe pedestrian
access to the shops and restaurants.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 –Transportation Demand Management (TDM) Study 3-9 TABLE 13 Washington/Hwy 111 TSM/TDM Corridor Study – Existing TDM Conditions TDM Measures Existing Conditions Details Alternate Work Schedule The compressed work week has been widely implemented, notably by government agencies. High potential for future enhancement. Perhaps the most popular of these TDMs is called Flex-Time, where employees are allowed to adjust their workdays and times to avoid peak travel times. Compressed work week reduces the number of days the employee travels to the work location. Telecommuting Not widely used. High potential for future enhancement. Establish telecommuting or work at home programs to allow employees to work at home or at a satellite work center one or more days per week. The overall effectiveness of this TDM in reducing VMT has been questioned as some users report making other trips that could not be made if they were at the work site. The measure may be effective at reducing peak hour traffic congestion. This TDM can only be implemented where the employees physical presence is not required such as research and heavy computer applications. Bicycle Facilities No indication that this TDM is being applied currently. High potential for future enhancement. Provide bicycle parking facilities equal to 5% of total required automobile parking spaces; and preserve 2% of the gross floor area for employee locker and shower facilities. Aggressive compliance with this measure is thought to result in reduced vehicle use between 4% and 9%.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 –Transportation Demand Management (TDM) Study 3-10 TDM Measures Existing Conditions Details Bicycle Facilities Maps and Guides Most cities and CVAG have adopted bicycle and trail maps. Low potential for enhancement. Implementation cost is relatively low and effectiveness is fair. This measure can be used as a marketing method for private firms and Bicycle Users Groups. On-site Employee Housing and Shuttles No implementation has been found. Low potential for enhancement. Provide on-site housing and shuttles to and from the housing areas and the work areas. This is more common in the very rural areas such as farming activities or Indian Gaming centers on reservation lands. Preferential Parking for Carpool Vehicles This measure is used at most government offices. More research is needed. High potential for future enhancement. This measure is not considered highly effective for smaller industrial sites, businesses with fluctuating hours, or small retail operations. This measure is effective where there are well defined shifts/hours and consistent work activities such as farming, manufacturing, large office complexes, and hospitals. Information Center for Transportation Alternatives Bicycle and transit information is readily available in government offices. High potential for future enhancement. Many employers have an employee break room where the alternative transportation information can be made available alongside other state mandated employment information. This can also be implemented as a stand-alone kiosk in large shopping centers, convention centers and other large activity centers. Rideshare Vehicle Loading Areas No current example Low potential for enhancement This measure supports a functional rideshare program. Effectiveness depends on a variety of conditions at each specific location.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 –Transportation Demand Management (TDM) Study 3-11 TDM Measures Existing Conditions Details Vanpool Vehicle Accessibility No current example Low potential for enhancement To be effective this measure requires a large worksite and is only implemented with a functional Vanpool program. Bus Stop Improvements Partially implemented along Route 111. High potential for future enhancement. Transit stop amenities such as seating, overhead and/or side shelter, lighting, route information access, information as to unscheduled delays. On-Site Child Care Facilities No current example. High potential for future enhancement. Employers provide (or contract for) child care at the work location. This measure can be effective in most locations but is cost prohibitive in small to mid-sized employment centers. Electrical recharging outlets for electric vehicles The City Hall in Palm Desert currently has a charging facility for electric vehicles. High potential for future enhancement. More research is needed. The demand for this measure is defined by the manufacturer of electric powered vehicles. If the availability of these recharge facilities increases, this may be a significant element in the individual’s decision to purchase a specific vehicle. On-Site Amenities such as food services, ATMs, and other services that would eliminate the need for additional trips This feature can be found at many home improvement centers, Wal-Mart stores, supermarkets, and other similar locations. High potential for future enhancement. This measure can be effective in reducing mid-day trips, but may be cost prohibitive to medium and small employers. Note: Pre-work and post-work trips to secondary locations are often made in route to work or home destinations and do not significantly add to an individual’s VMT.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 –Transportation Demand Management (TDM) Study 3-12 TDM Measures Existing Conditions Details Contributions to Funds providing Regional Facilities such as Park and Ride Lots, Multi-Modal Transportation Centers and Transit Alternatives in the area This measure is currently implemented in the Valley by TDM Ordinances and other development fee programs. This measure allows for the mitigation of trips for developments that cannot make significant reductions through other site specific means. This is a TDM supportive measure that helps provide the infrastructure needed to make TDM successful. Incentives to encourage employees to use mass transit No current example. High potential for future enhancement. This measure is considered low cost and moderately effective and can be used for small medium or large employers. Implementation consists of provision of a bus subsidy or pass, additional pay for transit or bicycle users, allowing employees to use flex-time or other incentives. Note: It may require the flexibility of employers regarding possible unscheduled delays in employee arrivals. Implementation of a Parking Fee No example of this measure has been found Low potential for enhancement. Employees (or customers) can be assessed a fee for parking to encourage the use of alternative modes of travel. This measure is effective in support of other TDM strategies such as transit use, bicycling, or ridesharing. Typically this measure is implemented at large employer sites such as hospitals or large office complexes. Restriction of Business Hours No example of this measure has been found. Low potential for enhancement. This measure forces businesses to operate all or some functions, during off peak times as a means to reduce vehicle trips and/or congestion. This is a very restrictive TDM and can only be considered in rare cases.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 –Transportation Demand Management (TDM) Study 3-13 TDM Measures Existing Conditions Details Restrict Delivery Hours No example of this measure has been found Low potential for enhancement. This is a highly effective method of reducing the number of delivery vehicles in a specific geographic area during the heaviest traffic congestion. Restricting delivery hours should be made with the cooperation of any affected business and their suppliers. Provide Pedestrian Path from the closest Transit Stop into the facility This is currently not being implemented in many areas of the Route 11 Corridor. High potential for future enhancement. This measure is effective in supporting and encouraging transit use. Adequate pedestrian facilities from the primary roadway access to work sites and retail activities also supports other TDMs related to pedestrian and transit travel. Contribute to a housing subsidy fund No example of this measure has been found. Low potential for enhancement. Contribute up to $1.00/square foot to a housing subsidy fund so that affordable housing can be created closer to the employer. Resort / Hotel areas develop a rideshare and shuttle programs; Further Research is Needed - Outreach Create Golf Cart Circulations Systems Palm Springs, Rancho Mirage, Palm Desert, La Quinta, and the County of Riverside are currently implementing this measure. High potential for future enhancement. Golf Cart Ordinances have been helpful in providing the acceptable and safe operation of these electric clean air vehicles. Adding Golf Cart paths/facilities may also encourage and accommodate pedestrian and bicycle usage.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 –Transportation Demand Management (TDM) Study 3-14 TDM Measures Existing Conditions Details Provide transit stops and amenities (Developments along major corridors) This TDM is currently being applied to new developments along major corridors as part of the development review process. High potential for future enhancement. If an applicable development is on a current transit route, provide a transit stop, shelter, trash barrels, benches, shade and wind protection, and bus turnouts. Provide transit stops and amenities (Developments NOT along major corridors) No example of this measure has been found. Low potential for enhancement. If an applicable development is NOT on a current transit route, contribute to a fee program that provides funding for transit stops, shelters, trash barrels, benches, shade and wind protection, and bus turnouts in locations where they are needed. Provision of a Bicycle Lane Bicycle lanes are present throughout the Route 111 Corridor. High potential for future enhancement. This measure is considered highly effective in enhancing bicycle use for commuting and other purposes. Provide other creative or innovative strategies to reduce vehicle trips.
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Future TDM Conditions
The traditional transportation planning process involves many people with the responsibility for making
countless decisions concerning the allocation of public resources and the creation and management of
public transportation facilities. These decisions are made based on the best information available and even
with volumes of clear information it seems there is always more than one viewpoint as to what constitutes
the best answer. It might be reasonable to think of the accomplishments of these planners and engineers
as small miracles that result in the financing and construction of roadways, rail lines, bus systems, and
other transportation facilities. When the traditional process also includes planning for Transportation
Demand Management (TDM) it is certainly no less complex and seems equally miraculous when
successes are realized. In spite of the magnitude of all this, success does occur and therefore we continue
working toward finding appropriate answers for specific problems. Sometimes the chosen solution does not
completely resolve the social or engineering problems, but the hope must be that we are working toward
achieving the best transportation services we can, while at the same time protect our environment and the
future of our communities.
As indicated in the Existing Conditions Report, the solutions to contemporary transportation problems can
no longer be found solely in the construction of new or even wider roadways. The TDM strategy
recommendations presented in this section have been drafted with an understanding that any viable
solution must include the participation of all available stakeholders in the community. The municipal
agency, land developers, local employers and their employees, the regional transit agency, local and
regional hotels and resorts, sporting and concert venues, as well as the general public all need to work
together cooperatively to resolve the transportation related issues that are currently affecting and will
continue to affect the Coachella Valley’s economic viability and environmental health.
The TDM recommendations have been organized under the following six categories:
Transit System Improvements
Enhanced Vehicle Occupancy
Alternative Work Schedules and Telecommuting
Non-Motorized Transportation
Parking Management
Land Use and Development Policies
Under each of these categories the specific recommendations are described as short-term, mid-term, or
long-term. While some specific recommendations are completely different for each term, some mid and
long term suggestions are enhancements or increased intensity of the short-term suggestions. Short-term
recommendations are assumed to be implemented either immediately as funding is available to within five
years. The mid-term and long-term recommendations are assumed to involve an additional five year
increment each. Therefore, this plan establishes a set of five, ten, and fifteen year implementation goals. Of
course, if opportunities arise that make implementation possible ahead of these suggested priorities, that
would clearly be desirable.
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Recommended strategies within any of these categories should be used as individual TDM methods where
appropriate, but will have the most significant impact when they are used in combination with other
strategies from the same and other categories. As an architectural design, an effective TDM program
appears like a spider web, or information network, in that each element can be effective for some level of
benefit, but when the elements are connected and combined the result is powerful beyond the sum of its
parts. One example of this reality is when a company offers a flex time work schedule to its employees
who live within moderate distances they may feel able to change their commute travel mode from single
occupant vehicle to walking or bicycling due the increased flexibility of starting times. The research
suggests that for shorter commute distances, the vehicle trips for the employment site may be reduced by
1% to 9%. However, when that same employer also provides lockers and shower facilities (as required in
the TDM Ordinance (9.180) employees that begin their work commute an even further distance may feel
comfortable with a walking or bicycling commute. The “TDM web or net” becomes much wider in terms of
capturing more mode shifting employees based on wider geographic scope. The actual trip reduction under
the right conditions may be increased to as high as 30%.
TDM Recommendations
The following TDM recommendation have been developed focusing on agency coordination and
administration, recommended strategies by TDM category, and site specific TDM recommendations.
Agency Coordination and Administrative Recommendations
As part of the initial assessment of conditions in the Coachella Valley, the project team conducted
interviews with local agency staff along the corridor. Agency staff reported that they were aware that a
local TDM Ordinances had been adopted, but they indicated that the ordinances were not actively
enforced. There seemed to be a break in the site planning and review coordination process that allowed
these requirements to go unaddressed. When members of the municipal development review team were
brought together to discuss the issue, it became clear that while everyone was fulfilling their own part of the
review process, there was no one clearinghouse process for an agency to determine if the pieces of
development review work seamlessly and fulfill the intent of the current ordinances.
For example, local staff
assigned to review
preliminary site plans
(to insure compliance
with ADA regulations)
might only be
concerned with the
placement of a sidewalk
ramp at each side of a
commercial center
driveway entrance. A
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sidewalk continuing away from the ramp along the roadside or extending into the commercial center was
not a part of that particular reviewer’s task. There are examples all across the Valley of ADA compliant
ramps that have been constructed next to driveways that lead into landscaping areas or barrier walls. This
issue is also seen frequently at transit stops where the construction plans for a new bus stop and shelter is
reviewed by local engineering department staff to insure the surface pad and structures meet local codes,
but they may not be directed to make sure that the pad connects to the adjacent sidewalk or an adjacent
commercial center or other workplace. In addition, another department reviews the preliminary site plan to
insure the plan is in compliance with the local building codes related to perimeter landscape set back areas.
Often these linear landscape features are placed between the transit stops or sidewalks and the adjacent
land uses. The landscape creates a significant barrier to the transit passenger, the pedestrian, and the
bicyclist.
To address this issue, the designation of a staff coordinator is recommended. This coordinator is
responsible for coordinating and tracking the preliminary site plans or other construction plans as they pass
through the affected agency departments. In addition to assigning a staff coordinator the affected agencies
need to develop an education and training program for all plan review and building code inspectors to
enhance the understanding of these issues.
Transit System Improvements
Local agencies in the Study Area are not unique among the Coachella Valley’s cities and communities in
that every local agency and the County share a common goal of insuring transportation services are
available for its residents. The presence of viable and sustainable transportation services is critical for
economic viability and the region’s general well being.
As described in SunLine Transit Agency’s Comprehensive Operational Analysis (COA), the Coachella
Valley has grown at an accelerated rate of 22% over the past five years. The report continues to describe
the growth as being conducted in an unfriendly manner as it relates to transit. The focus of the Valley’s
housing growth is the presence of low-density housing, often within gated communities. The reality is that
these types of developments present significant barriers to free and easy use of transit services, as well as
other more efficient travel modes, and favors the use of low occupancy motorized vehicles. These unique
characteristics and realities have been considered in the development of Transit Recommendations for this
project, which are presented in Table 14. Some of the recommendations were taken directly from
SunLine’s COA, while others were based on outside research and field observations. Even though
SunLine Transit is not controlled by the local agencies in the Study Area, they do need to be responsive to
local needs and issues and to make every attempt to satisfy reasonable demands for services.
In the short-term, these recommendations suggest the development of an aware and organized local transit
advocacy within each municipal agency. Specifically they call for an enhanced relationship through
increasing the direct communication with SunLine’s management. There are many suggested transit
system improvements outlined in the agency’s COA that should be actively encouraged by the affected
local agencies in the Study Area. To address transit needs for the short- to mid-terms, each affected
agency should develop an internal Task Force to carry out a focused approach for organizing and
achieving local transit service. The agencies also need to develop a current inventory of local transit
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facilities, which also includes the non-motorized connections that feed the transit services. The
recommendations also increase attention on the bus stop locations, bus shelters, and other amenities over
the short- to long-term time periods.
One of the unique characteristics of the Coachella Valley is the physical layout of the local agencies along
the Highway 111 corridor. This geographic form provides a unique opportunity to serve the residents of all
the cities with Express Bus Services which is included here as a mid-term improvement and then rolls into
a Bus Rapid Transit (BRT) system in the long-term.
Enhancing Vehicle Occupancy
For purposes of this Study, the TDM strategies with the primary purpose of increasing vehicle occupancy
(including casual and organized ridesharing and carpooling) have been categorized under the concept of
Enhancing Vehicle Occupancy. It is interesting that when non-rideshare participants are questioned about
why they do not consider ridesharing they often indicate that they think it would be inconvenient. However,
when participants of carpools are asked about their experience, they indicate that it is more convenient
than driving alone. In any case, the issue of rideshare requires a match of people that reside in the same
general area and work at the same location or in close proximity. In addition to supporting opportunities for
municipal staff to carpool the agency should be prepared to enhance the local culture related to these
activities. The affected local agencies in the Study Area can promote the activity through marketing the
services of ride matching firms and encouraging local companies to make the carpool or rideshare a part of
their TDM Plan. If a group of employees are interested in forming a formal carpool or vanpool the agency
should assist them in applying for funding or in connecting them to another appropriate agency.
Perhaps the most significant deterrent to using a carpool of vanpool is the fear of not having your own
automobile in case an emergency arises while you are at work. Study Area agencies should develop a
guaranteed ride home program for municipal employees that participate in any alternative transportation
including walking or bicycling.
Under the current TDM Ordinances, each development that results in 100 or more employees is required to
develop a TDM Plan with trip reduction strategies that result in a specified level of vehicle occupancy rates.
Through this plan, the local agencies can require that the development support the use of carpools or
vanpools to achieve the stated goals. Also, during the annual review of the TDM Plan, if the current
strategies are not achieving the goals, a local agency can require the developer to modify the specific
strategies in an effort to realize the specified vehicle occupancy rates. The recommendations under the
category of Enhancing Vehicle Occupancy are presented in Table 15 below.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-19 TABLE 14 – TRANSIT SYSTEM IMPROVEMENTS TDM STRATEGIES RECOMMENDATIONS BENEFITS Bus Service Improvements These strategies were developed based on the information gathered through field observation and the recommendations and conclusions in the SunLine Transit Agency’s COA. Short-term: Study Area agencies should actively encourage the following improvements as outlined in the current COA through both, direct discussions with SunLine Transit, and by actively participating in CVAG’s regional transit planning activities. o Increase the reach, frequency, and expand service along Line 111. o Pursue 20 minute headways along Line 111. o Extend Line 111 to downtown Coachella. o Encourage the establishment of Line 111 service directly to the College of the Desert (COA). o Support a deviation of Line 70 along Avenue 48, Adams, and Hwy 111 (avoids transfer activities at Washington/Hwy 111). The following recommendations were based on field observations and research studies available from a variety of professional resources. o Encourage SunLine Transit to accommodate passengers carrying food products on a case by case basis. This was identified as an issue for some passengers in SunLine’s COA. This may require a floating maintenance activity to address the occasional spills that might occur and placement of trash receptacles on the vehicles in addition to bus stop locations. o Establish nearside and far side bus stops on line Hwy 111 at Washington Street in both directions, and at other key locations. This will reduce pedestrian signal activation. (See Maps). Develop a short-term Task Force to address the issue of identifying specific locations where there is potential to move roadside transit stop to within the commercial centers in the area surrounding Washington Street and Highway 111. The benefits of additional transit services depends on how much the additional service is used, how well the service responds to users’ needs and preferences, and the amount of automobile travel that is displaced. (VPTI). Providing transit service is labor intensive and as such additional subsidy and passenger revenue results in more additional jobs than do other traditional road construction activities. Transportation cost savings for an individual or family that does not need to purchase an automobile (or a second/third vehicle) is spent on other items which is more productive and returns benefits to the local economy.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-20 TDM STRATEGIES RECOMMENDATIONS BENEFITS Bus Service Improvements (continued) These strategies were developed based on the information gathered through field observation and the recommendations and conclusions in the SunLine Transit Agency’s COA. Mid-term: Establish an Express Commuter Service serving key transfer point and key destinations only along Hwy 111. Establish Express Commuter Service along Interstate 10 from Desert Hot Springs to Coachella. In general continue to expand the frequency and range of bus routes that feed Line 111 and any Express Services. Pursue 15 minute headways or less along line Hwy 111 (COA). Extend line Hwy 111 express service to Desert Hot Springs. Increase the commute period frequency of Line 14 and with direct linkage to Line 111 fixed-route and express bus services. Assess the possibility of queue jumpers at key intersections throughout the Hwy 111 corridor. Long-term: As suggested in SunLine’s COA: o Develop bus rapid transit (BRT) service along line Hwy 111. o Operate line Hwy 111 with 15 minute frequencies during peak periods on all days. According to the SunLine COA, the long headways and lack of feeder route connections discourages many people from using transit especially those that have access to alternative methods of travel.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-21 TDM STRATEGIES RECOMMENDATIONS BENEFITS Improve Access and Connectivity between bus stops and adjacent businesses. This strategy provides for non-circuitous pedestrian access from the roadside bus stop to the adjacent destinations. See pedestrian measures. Short-term: Conduct a field review of all bus stop locations within the Study Area to determine if safe pedestrian access can be made more direct from the roadside bus stop or shelter to the entrances to the shops and offices at the destination. In addition to noting the connectivity between the roadway and the commercial destinations, the Study Area agencies should also aggressively pursue the opening of access between adjacent centers (See aerial photos for examples of this concept). Mid-term: Revise Study Area agencies’ TDM Ordinance to prohibit the construction of unbroken walls, landscaping, and other barriers that limit access by transit users, cyclists, and pedestrians. This is a design issue and does not constitute a wholesale prohibition to developers using these site perimeter landscape features. Long-term: Continue to encourage developers in making their sites accessible and friendly to non-motorized transportation modes. The specific features may include the landscaping or other shading of walkways and paths used in internal site circulation. Observations made during earlier elements of this project revealed a systemic issue with transit-commercial site access along Hwy 111 throughout the valley. Access improvements made at any location has a positive effect on the choices made by users of alternative travel modes including walking. Many walk trips are made as a linking part of other alternative modes of transport. For example, most transit trips to an employment site are really walk-transit-walk trips linked to make the commute. This also occurs in some rideshare or carpool trips.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-22 TDM STRATEGIES RECOMMENDATIONS BENEFITS Bus Shelters and Other Amenities Improvements may include physical features such as bike lockers, trash receptacles, seating, or information such as route maps, schedules, transfer points and times. Short-term: Review the placement of all existing bus shelters within the Study Area and encourage Sunline Transit to review all bus stop locations along the Washington Street and Highway 111 corridors. Conduct an inventory of bus stops and shelter amenities. Work with Sunline Transit to ensure consistency for stops and shelters located in the Study Area. Develop a local standard that defines what amenities should be available at bus stops and shelters throughout the Study Area. Encourage Sunline Transit to make route and schedule information available at every bus stop. This may range from static placards to timetables at every interactive kiosk. Provide applications for special fares at high activity bus stops and on all transit vehicles. Work with Sunline Transit to provide adequate lighting at all transit stops (solar powered lighting). Consider installation of “Panic” alarm devices at selected bus stop locations. Mid-term: Provide transit shelters at all route transfer locations. Revise Study Area agencies’ TDM Ordinance (9.180) to require the placement of bus stops/shelters within major developments nearer entrances. This provision should apply to existing developments when they are under annual TDM Plan review as well as new developments and/or worksites. Work with SunLine Transit, local law enforcement, and engineering toward a program to install security cameras and other monitoring devices at selected bus stops and shelters. Long-term: Construct bus shelters at all bus stop locations along Hwy 111 and at all stop locations within shopping centers and other major destinations. Provide electronic arrival and wait times for primary routes and transfer connections. Install electronic advance fare equipment at selected bus stops and other major attraction centers. Install security cameras and other monitoring devices at all bus stops and shelters. Passenger amenities, both at transit stops and on vehicles, play an integral role in building transit ridership. Transit agencies have shown that investing in amenities to build ridership can be a cost-effective alternative to reducing service due to increased ridership. Agencies that have undertaken amenity programs believe that the benefits to passengers, to adjacent communities, people with disabilities and the agency itself far outweigh the costs. Some of these amenities, such as lighting, and landscape reviews can enhance safety which is critical for some riders.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-23 TDM STRATEGIES RECOMMENDATIONS BENEFITS Bus Rapid Transit (BRT) BRT systems use technology and modified infrastructure to provide a higher quality service than a typical bus line. Some BRTs use advance ticket vending and open boarding from a controlled access platform much like with light rail systems. Typically the BRT operates with express services. Short-term: No short-term activity recommended. Mid-term: Work with CVAG and SunLine Transit to assess the potential for converting line Hwy 111 express services to BRT. Begin to identify opportunities for right of way and potential funding sources. Long-term: If the need is determined and grants and other funding resources become available begin to advance preliminary engineering for the BRT system. Combine the advantages of a metro system (exclusive right-of-way to improve punctuality and frequency) with the advantages of a bus system (low construction and maintenance costs, does not require exclusive right-of-way for entire length, at least at the beginning). Compared to standard bus service BRT systems with dedicated right-of-way and thus an increased average transport speed can provide more passenger-miles with the same number of rolling stock and personnel. They also offer the prospect of a more fluent ride than a normal bus immersed in stop-and-go traffic.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-24 TABLE 15 -ENHANCING VEHICLE OCCUPANCY TDM STRATEGIES RECOMMENDATIONS BENEFITS Casual Rideshare This strategy includes a range of casual rideshare arrangements including occasionally sharing rides to work, shop, or for other types of activities. Short-term: Investigate methods of disseminating information about potential rideshare partners through a variety of means including the municipal web site and distributing flyers with information about public and private rideshare assistance programs. Mid-term: Market casual ridesharing as a demonstration of the potential for organized rideshare or carpool programs in public service and public outreach marketing campaigns. Long-term: Continue to develop these casual rideshare activities into more organized programs wherever opportunities arise. Casual ridesharing can be practiced by almost everyone at some time. The trip reduction benefits are difficult to measure but if the activity is promoted it can assist in enhancing participation in a more organized carpooling program. While the new trip reduction benefits of this approach may be limited, the positive impact on community livability is a more visible benefit. Organized Rideshare and Carpooling Carpooling programs are typically developed and funded as part of corporate policy. Carpool vehicles may be employee or employer owned. Short-term: Continue to support carpooling by Study Area agency employees. Encourage and assist local employers in creating and maintaining carpool groups. Study Area agencies can provide enhanced credit toward satisfaction of trip reduction goals as stated in the TDM plan. Mid-term: Continue efforts to support carpooling and explore expansion of carpooling activities. Long-term: Continue efforts to support carpooling and explore expansion of carpooling activities. Job satisfaction levels are reportedly better for employees that carpool rather than drive their own vehicles with long commutes.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-25 TDM STRATEGIES RECOMMENDATIONS BENEFITS Organized Vanpooling A vanpool is a group of people who live some minimum distance from the workplace that share their commute typically in a multiple passenger van. The vehicle may be privately owned or owned by a contracting firm or public agency. Typically vanpoolers pay a low monthly fare based on daily travel distance and number of riders in the group. Short-term: Investigate the resources available to establish local vanpools that either corporate based, industry based, or are geographically based. The benefits of a vanpool program will be determined by the availability of participants with long commutes that begin and end in close proximity. The institutional and financial elements of an official vanpool program make it especially effective for a large employer such as a manufacturing activity, such as automobile manufacturing, large agricultural interests, or for large employment centers or significant central business districts. Mid-term: Develop a policy of support for any enterprise in the local area that expresses a desire to institute a vanpool program for a specific employer of group of employers. Long-term: Continue to assess the local transportation conditions for signs of vanpool opportunities. Reduced the financial, mental, and physical stress associated with long commutes An individual’s daily commute costs are shared with a number of other travelers. The trip reduction benefits of participation in a vanpool program are significant. A single commute vanpool trip replaces 5 to 15 single occupant vehicle trips. Vanpools can significantly increase the average vehicle occupancy of an employer or other destination. Guaranteed Ride Home Program (GRH) This strategy provides commuters who vanpool, carpool, bike, walk, or take transit, with a reliable ride home or to an emergency location when one of life's unexpected emergencies arises. Short-term: Adopt a Guaranteed Ride Home program for municipal employees. Encourage local businesses and developers to adopt a GRH program in support of the trip reduction requirements in their development TDM Plan or as part of their TDM Plan’s annual review. Mid-term: Investigate a method of providing and managing a regional GRH program that would cover smaller local employers that do not have the capacity to manage an internal program. Long-term: Continue to assess the successes of municipal and corporate GRH programs. Data collected through the existing efforts should be continually updated and made available. It has been shown that offering a GRH program encourages employees to use alternative forms of commuting, such as carpooling and vanpooling, by giving them the peace of mind of knowing they have a way to get home if an emergency situation arises. GRH programs reduce an employee’s anxiety related to unforeseen conditions.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-26 TDM STRATEGIES RECOMMENDATIONS BENEFITS Shuttles This strategy uses a variety of higher occupancy vehicles (preferably electric or other low emissions) to move people between hotels, resorts, shopping venues, and sporting events. Short-term: Continue to encourage the use of shuttles by hotels and resorts in response to their client demands for transport to airport terminals, passenger rail services, and special event sites. Investigate the use of low emissions and fuel efficient shuttle vehicles to move people between local shopping plazas and other destinations during peak business hours. Provide enhanced trip reduction credit in the TDM Plans of developments that specifically use highly efficient vehicles Mid-term: Consider modifying the local TDM Ordinance to require that shuttle vehicles be electrically powered or otherwise highly efficient vehicles. Long-term: Assess the potential for connecting the shuttle services with any new mass transit elements such as Express Bus Service and/or a Bus Rapid Transit System. The air quality and trip reduction benefits of shuttles can vary widely. Perhaps the main benefit of these services is that they can eliminate the need for visitors to arrange use personal and single occupant vehicles to shop or attend events in the local area. The use of shuttle vehicles can reduce the number of personal vehicles entering and exiting driveways within a short span like the commercial centers near Washington St. and Highway 111.
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Alternative Work Schedules
Implementation of flextime, staggered work hours, and compressed work weeks may vary from day-to-day
or week-to-week, depending on circumstances at that a specific site. While not all jobs are suitable for
alternative schedules (such as positions that require employees to provide a specific service at a particular
time and place), some are suitable such as research activities, writing, and some technical activities. The
additional schedule flexibility could have a negative impact on vanpools and other rideshare activities. As
mentioned earlier, all TDM strategies are not effective for all employment situations, but they are typically
more beneficial when combined so that they can work to generate multiple benefits. For example, offering
staggered work hours can make the use of transit available for some employees that may not be able to
use transit with the regular workday schedule for any number of personal reasons. On the negative side,
participants of an organized rideshare group may lose participants due to the changes in start and end
times. Alternative work schedules may also require changes in management practices that reduce the
need to have employees physically together at one time, including more outcome-oriented management
practices and increased use of electronic communication to replace typical face-to-face interaction.
In general, alternative work schedule strategies reduce peak period congestion directly, and can make
ridesharing and transit use more feasible. One study found that employees with flexible work schedules
save an average of 7 minutes per day in commute. Also, variable start times can reduce peak-period trips,
particularly around large employment centers and when combined flextime and telecommuting can reduce
peak-hour vehicle commute trips by 20-50%. While these programs are employer based, a local agency
can encourage or even require employers to participate as specified in the TDM Ordinance. The
recommendations presented in Table 16 below, include an increasing level of encouragement leading to
active enforcement of the TDM Plans that are submitted by new developments. In addition, Study Area
agencies need to begin to establish and enforce the annual reviews of TDM Plans for existing
developments over time. Initially, the recommendations are for Study Area agencies to enhance their offer
of these alternative work schedules for agency employees and to use the TDM Ordinances as tools for
promoting the participation by local businesses. Since these strategies are very job specific, Study Area
agencies should remain diligent in encouraging these types of strategies where appropriate.
Study Area agencies should also develop a program to organize the enforcement of the TDM Plans that
are submitted by new developments and begin to establish and enforce the annual reviews of TDM Plans
for developments that had not submitted a plan or for those activities not in full compliance.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-28 TABLE 16 - ALTERNATIVE WORK SCHEDULES AND TELECOMMUTING TDM STRATEGIES RECOMMENDATIONS BENEFITS Flex-Time Employees are allowed to adjust their workdays and times to avoid peak travel times. Participating in a Flextime Program may vary from day-to-day or week-to-week, depending on circumstances. Not all jobs are suitable for alternative schedules. Short-term: Support additional and enhanced alternative work schedules for municipal employees. Often it is government agencies that establish the workforce culture within the region and create a demand for these benefits. Encourage local businesses to use flexible work schedules and other TDM strategies with marketing programs such as TDM event celebrations, production of TDM brochures, and participation in other local event venues. Encourage or require new developments to promote flextime and other TDM strategies as part of the initial TDM Plan and during the required annual TDM Plan reviews/assessments for businesses already in operation. Study Area agencies should enforce the TDM Plans submitted by new developments and enforce the annual review of TDM Plans for legacy developments. Mid-term: Establish a system that notifies the agencies and the businesses of approaching TDM Plan reviews. Long-term: Continue to be diligent in enforcing and maintaining compliance with TDM Plans. As stated in the TDM Ordinance the plan should be revised if the TDM strategies are determined to be ineffective. This TDM causes a shift in the time of travel away from peak use hours which has been shown to reduce peak hour congestion. This feature will be more effective during the high destination season. Flexible work schedules work to enhance the effectiveness of other TDMs such as transit use, bicycling and walking. Staggered Hours This means that shifts are staggered to reduce the number of employees arriving and leaving a worksite at one time. Example, some shifts may be 8:00 to 4:30, others 8:30 to 5:00, and others 9:00 to 5:30. Short-term: Study Area agencies should not discourage these programs but should place emphasis on promotion of other alternative work schedule strategies that support trip reductions, such as with bicycling and walking. Mid-term: Same as discussed in Flexible Work Schedules Long-term: Same as discussed in Flexible Work Schedules The staggering of employee arrivals and departures can reduce congestion on-site and within short distances around the workplace, but has little impact on the overall congestion levels along major highways. This can serve as a deterrent to ridesharing and vanpooling.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-29 TDM STRATEGIES RECOMMENDATIONS BENEFITS Telecommute Involves working from a site other than the main business location, generally in the home or a satellite work location that is nearer the home. Telecommuting is generally used one or two days per week but can be instituted on a full-time basis. Many organizational tasks can be completed from a home office one to five days per week, such as: • Claims processing • Clerical and data processing •Reading, research, writing, editing, analysis, and planning • Computer programming • Customer service • Drafting and design • Finance, accounting Short-term: Local and regional agencies should actively support part-time telecommuting for qualifying employees. Often it is government agencies that establish the workforce culture within the region and create a demand for these benefits. Local and regional agencies should promote the benefits of telecommuting as part of a marketing program such as TDM event celebrations, production of brochures, and participation in other local event venues. Local agencies should encourage new developments to promote telecommuting and other TDM strategies as part of the initial development TDM Plan and during the required annual TDM Plan reviews/assessments. Government agencies can promote telecommuting options for their employees but the typical implementation is made by private enterprise. Mid-term: Continue to monitor the TDM Plans with a focus on maintaining the intended trip reductions. During the annual review process, revisit the developments compliance and enforce as needed. Long-term: Continue to monitor the TDM Plans under the annual review of TDM Plans and enforce as needed. Nearly 50% of all jobs produce information-related goods that may have potential for off-site work. Telecommuting can reduce an employee’s work travel by as much as 40%. Working from home is especially attractive to employees with long distance commutes and therefore can actually reduce the VMT more than vehicle trips. Some employees may not agree to work off-site even if they are given the choice. Telecommuting contributes to reduced congestion but may require a significant investment to equip the off-site work place, and may require a modification to the firm’s management structure.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-30 TDM STRATEGIES RECOMMENDATIONS BENEFITS Compressed Work Hours and/or Days Employees might work fewer days in the week, but longer hours on those days. Common examples are four 10-hour days each week (4/40), or 9-hour days with one day off every two weeks (9/80). Short-term: Actively support additional and consider enhancing existing alternative work schedules for their employees. Often it is government agencies that establish the workforce culture within the region and create a demand for these benefits. Local and regional agencies should promote the use of flexible work schedules and other TDM strategies with marketing programs such as TDM event celebrations, production of brochures, and participation in other local event venues. Encourage new developments to promote compressed work schedules and other TDM strategies as part of the initial TDM Plan and during the required annual TDM Plan reviews/assessments. Mid-term: Same as discussed in Flexible Work Schedules Long-term: Same as discussed in Flexible Work Schedules 4/40 or 9/80 schedules have been reported to reduce an employee’s commute trips by as much as 20%. Some positions are better suited for this strategy than others. Many hospitals, government agencies and technology and research activities are using these programs successfully. Some employees may not wish to participate when given the choice.
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Non-Motorized Transportation
Non-Motorized transportation is traditionally undervalued by municipal planners and engineers as most
travel surveys generally count the “primary” mode used between a trip origin and destination. Non-
motorized trips that are made to access motorized modes are often ignored in databases, even though they
involve travel on public roads and trails. In the Coachella Valley, this is clearly a public perception problem.
SunLine Transit reports that more than 40% of bus riders are traveling to or from work. The Origin and
Destination (O&D) survey developed by CVAG suggested that more than 92% of work trips are made by a
private vehicle. These statistics indicate that there is significant potential in making improvements to non-
motorized travel facilities as a means of reducing the number of personal vehicle trips.
Research conducted by the Victoria Transport Policy Institute has outlined four important factors to
consider when evaluating barriers and gaps in bicycle and pedestrian facilities including, the level of
demand, the degree of the barrier, the potential benefits, and the cost and ease of implementing an
improvement.
The level of demand for the facility (path, sidewalk, bike lane, etc.) includes an assessment of the
enhanced demand if the facility were extended or corrected. Increased demand is especially apparent in
high density environments such as central business districts, high-density residential areas, and around
other destinations such as schools and universities. Removal of these barriers can be assumed to
increase bicycle ridership and walking by capturing commuter and recreational trips. This demand is often
called “latent demand” that is difficult to quantify but results in additional non-motorized travel.
The degree of barriers is understood as their effects on the individual person that is making the trip. A
barrier that severely affects one traveler may not have the same level of effect on another. For example,
an area of landscaping that separates a bus stop from an adjacent commercial center can be easily
overcome by a young healthy person but can be a significant issue for a wheelchair bound traveler or even
a mother with children in tow or in rolling strollers.
The potential benefits factor involves an assessment of increased use of an improved facility. This factor
can enhance the priority of a public expenditure on a bikeway project where there may be high potential for
replacing automobile commute trips to cycling or walking. This factor assists municipal staff in the
prioritizing the scarce funding for non-motorized facilities and programs. From a trip reduction viewpoint,
improving facilities that serve commuters may be more productive in replacing vehicle trips with non-
motorized trips than a recreational facility. This is not to suggest that all funding should be allocated to
commute facilities, but it does need to be considered to comply with the requirements of some funding
sources.
The cost and ease of improvement factor involves an assessment of the incremental financial cost of a
project including the ongoing future maintenance costs. Prioritization of a specific improvement may occur
for projects that are highly visible and have the support of the local community. Of course, there is a co-
relationship between community support and financial and institutional costs of moving a project forward.
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The TDM recommendations for non-motorized transportation facilities are presented in Table 17 below and
include an element relating to the issue of bus stops and their connections to adjacent commercial or
institutional land uses. This discussion is also addressed under the Transit Recommendations. The
reason for the crossover of recommendations is that in reality most transit trips are walk-transit-walk trips or
bike-transit-bike trips. The issue of connectivity and access is equally as important for transit users as with
non-motorized transportation travelers.
The short-term recommendations include establishing one specific new bikeway and pedestrian facility to
complete a connection of the Point Happy commercial areas at Washington Street and Highway 111 with
the Cliff House restaurant, the City of Indian Wells, and points west. This facility is necessary due to the
presence of a geographic feature that prevents any roadside bicycle or pedestrian right-of-way along the
north side of Highway 111. This lack of connectivity is a critical deterrent for safe east and west non-
motorized travel. The other short-term recommendations are focused on institutional activities to develop a
higher level of focus on issues related to non-motorized transportation and the development of a local
inventory of facilities and an enhanced cooperative relationship with bike clubs and other community
organizations. These suggestions also include a marketing program, which places a new and higher profile
for these issues.
Concept of Walkability
The recommendations in Table 17 above include a field review of the Study Area’s pedestrian facilities.
One specific and intense form of this type of review is sometimes referred to as a walkability assessment.
This involves consideration of the overall support for pedestrian travel in an area taking into account the
quality of pedestrian facilities, roadway conditions, land use patterns, community support, security and
comfort for walking. Walkability can be evaluated in various ways and at various scales (Nabors, et al.,
2007). At a site scale, walkability is affected by the quality of pathways, building access paths and related
facilities. At a street or neighborhood level, it is affected by the existence of sidewalks and crosswalks, and
roadway conditions (road widths, traffic volumes and speeds). At the community level it is also affected by
land use accessibility, roadway connectivity, such as the relative location of common destinations and the
quality of connections between them.
For example, a busy suburban arterial can have a high pedestrian LOS rating, provided it has sidewalks
and pedestrian crossings at intersections, although walking is actually quite difficult and impractical as a
form of transportation due to the wide road widths and dispersed land use patterns. Walkability can be
enhanced by increasing clustering and land use mix, by creating pedestrian shortcuts and mid-block
pedestrian connections, and by locating commercial buildings close to the sidewalk, rather than being set
back behind large parking lots. Walkability is also concerned with the ability to stop in the public right-of-
way, for example, to rest, enjoy a viewpoint or shop window, and have a conversation or play. Typically
pedestrian level of service standards do not encompass these factors, although they are critical to the
overall utility of walking as a form of transport.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-33 TABLE 17 - NON-MOTORIZED AND MODE SHIFT TDM STRATEGIES RECOMMENDATIONS BENEFITS Bikeways This includes Class I, II, III bikeways and trails. Short-term: Assign a staff person with responsibility for coordinating and managing of all local bikeway facilities, including roadway striping and signage. This person should be involved in new development review and in the annual assessment of TDM plans. Provide a bikeway and pedestrian connection between the Point Happy commercial center at Highway 111 and Washington Street intersection and the Cliff House Restaurant to the west. Continue participation in all regional bikeway and trail planning activities. Adopt the Study Area agencies’ bicycle facilities plan currently under development by CVAG. Conduct a field review of all existing local bikeways to identify physical or institutional barriers to bike travel. This assessment should also identify any circuitous routing that may be corrected. Develop an Adopt-a-Bikeway program similar to state and federal Adopt-a-Highway programs. Allow developers and businesses to receive credit for trip reduction requirements in addition to public commendation for cleaning, maintaining, and monitoring bikeways. Mid-term: Continue to pursue completion of the regional bikeways and trails identified in the CVAG Non-Motorized Transportation Plan. Continue to reassess and respond to changing conditions and demands for additional bikeway facilities as conditions arise. Increase the number of bike parking spaces from 5% to 10% of the total number of vehicle spaces (TDM Ordinance 9.180). Long-term: Assess the possibility of allowing Segways, ENVs or other small personal transportation vehicles to share bike lanes and trails. Local bikeway management reduces redundant expenditures and increases efficiency of all bikeway facilities. Each 10 miles of new bikeway increase bicycle commuting by about 1%. The Adopt-a-Bikeway program develops a sense of community pride and can enhance the community’s acceptance of bicycling.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-34 TDM STRATEGIES RECOMMENDATIONS BENEFITS Bicycle Parking and Other Amenities This includes secure bike racks and bike lockers at commuting and transfer centers. Short-term: Enforce the existing requirements of TDM Ordinance (9.180), including sub-section of TDM Ordinance 9.180.050 B, 2 D-3-9. Bike parking equal to 5% of total number of auto spaces. Preserve 2% of gross floor area for lockers and showers. Continue to participate in the development of a regional non-motorized transportation plan through the Coachella Valley Association of Governments. Encourage SunLine Transit to accommodate bicycles in busses when the bike racks are full on a case by case basis. Mid-term: Modify the TDM Ordinance (9.180). to require employee lockers and shower facilities at each employment site that accumulates more than 100 employees. Long-term: Continue the enforcement of Study Area agencies’ TDM plan and increase the parking requirements as demand increases (increase percentage of parking). Aggressive compliance has been shown to reduce vehicle use in some cases up to 9%. Adopting these recommendations fulfils requirements for competitive Bicycle Transportation Account Funding. These recommendations are consistent with regional transportation goals as described by RCTC and SCAG. Efforts that result in enhanced non-motorized transportation reduces energy consumption improve air quality, and is good for the community’s well-being.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-35 TDM STRATEGIES RECOMMENDATIONS BENEFITS Bicycle Safety and Education This increases the public’s awareness of bicycle safety issues in the community. The most common users are students ranging from primary grades to college. Generally speaking, most bicycle trips are 5 miles or less in length. Another purpose of these programs is to provide information for educators and other interested professionals in planning and developing bicycle facilities and programs. Short-term: Organize a local bicycle safety education program that includes outreach to elementary and secondary schools, appropriate for all ages and experience levels. o Coordinate with local schools and existing bike organizations. o Participate in community events where information can be distributed. Coordinate bicycle safety education efforts with local law enforcement as opportunities arise. Coordinate with bike clubs in collecting data on safety issues such as helmet use and proper use of bike facilities and other safety equipment. Produce local bikeway maps and guides and make them available at employment sites, key transit locations, major retail centers, schools, libraries and other community locations. Mid-term: Continue and enhance the efforts presented as Short-term activities Long-term: Conduct a re-evaluation of the continuing need for bike-pedestrian-transit linkages. At some point the technologies that become available may eliminate some of the strategies and establish the need to support new unknown elements. Private firms may assist in financing maps, guides, and educational material through strategic advertising.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-36 TDM STRATEGIES RECOMMENDATIONS BENEFITS Walking This strategy includes the walk trip as a means of transportation which could usually be made with a variety of non-motorized vehicles and/or powered human transporters (Segway). Walking as a primary commute mode has been diminished by decentralized employment centers and similar effects have occurred diminishing the potential walk trips for other purposes. Short-term: Conduct an inventory of all sidewalks, paths, and other pedestrian facilities. This should include some focus on how effective pedestrian facilities are at connecting trip origins and destinations. This is an assessment of the walkability of the area. Actively enforce the internal circulation requirements of a new developer’s TDM Plan and during annual review. Mid-term: Encourage developers to include adequate shading through landscaping or other features to protect pedestrians moving from shop to shop. Long-term: Reassess the needs for retrofitting existing developments with pedestrian facilities. Walking promotes improved health and environmental benefits. Community and quality of life benefits are reported with increases in non-motorized transportation. There are also other economic benefits of bicycling and walking that are more difficult to measure, such as the increased economic vitality of communities that have emphasized bicycle and pedestrian mobility. Economic rewards both to the individual and to society are also realized through reduced health care costs and reduced dependency on auto ownership. Sometimes a short walking trip to a nearby alternative location replaces a longer vehicle trip to another location.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-37 TDM STRATEGIES RECOMMENDATIONS BENEFITS Improve access and connectivity between bus stops and adjacent businesses. This strategy provides for non-circuitous pedestrian access from the roadside bus stop to the adjacent destinations. See aerial maps. Short-term: Conduct a field review of all bus stop locations within the Study Area to determine if safe pedestrian access can be made more direct from the roadside bus stop or shelter to the entrances to the shops and offices at the destination. In addition to noting the connectivity between the roadway and the commercial destinations, Study Area agencies should also aggressively pursue the opening of access between adjacent centers (See aerial photos for examples of this concept). Mid-term: Revise Study Area agencies’ TDM Ordinance to prohibit the construction of unbroken walls, landscaping, and other barriers that limit access by transit users, cyclists, and pedestrians. This is a design issue and does not constitute a wholesale prohibition to developers using these site perimeter landscape features. Long-term: Continue to encourage developers in making their sites accessible and friendly to non-motorized transportation modes. The specific features may include the landscaping or other shading of walkways and paths used in internal site circulation. Observations made during earlier elements of this project revealed a systemic issue with transit-commercial site access along Hwy 111 throughout the valley. Access improvements made at any location has a positive effect on the choices made by users of alternative travel modes including walking. Many walk trips are made as a linking part of other alternative modes of transport. For example, most transit trips to an employment site are really walk-transit-walk trips linked to make the commute. This also occurs in some rideshare or carpool trips. Research shows that walking 10,000 steps a day could keep oneself healthy due to reduced blood pressure, heart disease and stroke. Develop a local Adopt-A-Bikeway program. The strategy is modeled from the state wide Adopt-A-Highway program Short term: Begin the process of establishing a Adopt-A-highway that allows businesses or individuals to receive public commendation for actually cleaning, maintaining, and monitoring bikeways. This program develops a sense of community pride and can enhance the community’s acceptance of bicycling. Review placement of street furniture This strategy involves a field review of pedestrian with a focus on the placement of street furniture, lighting, and other features. Short term: Begin the process of establishing an Adopt-A-highway that allows businesses or individuals to receive public commendation for actually cleaning, maintaining, and monitoring bikeways. Mid term: Modify street furniture, as necessary, based on the field review and observation. A field review will provide insight to the engineers and planners which will be enlightening as they review new site development plans in the future.
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Parking Management
Parking management is arguably the most effective method of encouraging people to shift to alternative
modes of travel. A study of the effectiveness of parking management programs in Los Angeles found that
charging for parking can decrease the number of individuals driving alone to work by as much as eighty
percent (80%). Programs reaching that level of success may be rare but a more typical reduction is
assumed at closer to thirty percent (30%). Another study of parking costs in the Portland, Oregon area
found that parking charges of just $40 per month could increase transit use by twenty percent (20%) in both
suburban and central business districts. When the charges for parking were increased to $80 per month,
transit use was increased by 35 to 40 percent (Peng, Zhongren, Kenneth J. Dueker, and James G.
Strathman. 1996). It is clear however, that the Coachella Valley is unique in its characteristics that appear
to demonstrate an unlimited amount of space to place parking and that space is available at a relatively low
cost. Even though parking charges are not likely to produce changes in travel behavior at the same level
with Los Angeles, or Portland, Oregon, the management of parking can alter behavior and result in
reducing vehicle trips.
Parking management techniques include a range of practices such as preferred parking spaces for high
occupancy vehicles and alternative fuel vehicles, reduced parking charges for carpools and vanpools,
shared parking facilities, daily rather than monthly parking charges, establishing parking maximums for new
developments, and the taxing of parking facilities. As is the case with most other TDM strategies, parking
management can be even more effective when combined with other TDM techniques such as free transit
passes, cash-incentive programs, and the availability of high-quality transit service.
Most of the recommendations presented in Table 18 below will require some lead time but should be
started as soon as possible. For example, in the short-term, Study Area agencies will need to modify their
local TDM Ordinances and other ordinances, to establish requirements for placing a variety of preferential
parking spaces for carpools, vanpools, alternative fuel vehicles, and even charging stations for electric
vehicles. These municipal actions will begin to modify the culture of the Study Area agencies’ businesses
and the general public.
Also in the short-term, Study Area agencies should establish a parking Task Force to assign specific areas
that may be defined as Special Planning Districts or overlay zones for approaching the management of
parking supply and other elements or regulations. The intent of these recommendations is to establish a
regulatory basis for development standards early and then aggressively apply the new standards in the
mid-term and reassess the impacts of these actions and refocus these efforts in the long-term.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-39 TABLE 18 - PARKING MANAGEMENT TDM STRATEGIES RECOMMENDATIONS BENEFITS Preferential Parking for Carpools, Vanpools, and Ridesharing Vehicles The strategy allows the designation of parking spaces located near entrances to buildings or event centers. Short-term: For all new developments that meet the standards outlined in the local TDM Ordinance, require preferential parking spaces for low emission and low fuel vehicles, including efficient hybrid vehicles, carpool vehicles, and vanpools. The specific number of spaces should be at least 5% of the total number of parking spaces. During the review of previously adopted TDM Plans require the assignment of preferential parking for low emission and low fuel vehicles, including hybrid vehicles, carpool vehicles, and vanpools. The specific number of spaces should be at least 5% of the total number of parking spaces. For new developments, require preferential parking and charging stations for electric vehicles. The required number of electric vehicle parking spaces and charging stations should be no less than two (2) but no more than the market share of the vehicles as determined by field observation or DMV statistics indicate. Mid-term: Continue to monitor the types of low fuel and low emissions vehicles that are available in the contemporary marketplace and modify local ordinances and policies to accommodate and encourage their use. Long-term: Continue to monitor. Employer benefits include reduced capital costs due to building additional employee parking facilities, enhanced employee job satisfaction which lowers the cost of staff turnover, and improved community relations. Employees save money on their commute costs, arrive at work less stressed and more rested, and may save commute time where there are HOV facilities along the commute route. Presence of charging stations encourages the public to make investments in electric powered vehicles. Parking Market Incentives Use of market forces to encourage alternative transportation modes and highly efficient vehicles. Short-term: Encourage retail, restaurant, and event centers to offer alternative travel incentives such as discounts on tickets prices or other purchases for transit riders, carpoolers, electric vehicle owners, etc. Allow the use of these market incentives to satisfy some of the trip reduction goals required in the development’s TDM Plan. Mid-term: Actively promote the businesses that support these financial and market incentives through the Study Area agency’s website and other venues. Long-term: Explore market conditions and re-assess the market programs. Businesses may be able to use these market incentives as part of their own overall marketing programs to set their businesses apart from their competition. Small businesses within a single development that may not be able to participate in an employee trip reduction plan might be able to satisfy their requirements with this strategy.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-40 TDM STRATEGIES RECOMMENDATIONS BENEFITS Parking Taxes Special parking taxes can be used to reduce total parking demand, create a disincentive to drive, and raise revenue. Short-term: Institute a special or increased property tax on parking facilities. Mid-term: Reassess the parking tax program and adjust the amount of taxes or the criteria for assessment. Long-term: Re-assess this strategy and respond as local conditions evolve. These taxes can be effective as part of an overall strategy to reduce total parking supply and manage vehicle use. Electric Vehicle Parking and Recharging Outlets. This requires the assignment of preferentially located parking spaces specifically for electric powered vehicles including mainstream electric automobiles, golf carts, and electric powered neighborhood vehicles. Short-term: For all new developments that meet the standards for the local TDM Ordinance provide preferential parking and electricity charging stations for electric vehicles. Mid-term: As TDM Plans are reviewed require the site to provide either free, or fee based electric vehicle charging stations. These stations should also constitute preferred parking locations near building or event entrances. The required number of electric vehicle parking spaces and charging stations should be no less than two (2) but no more than the market share of the vehicles as determined by field observation or DMV statistics indicate Long-term: Continue to monitor the contemporary marketplace for electric powered vehicles and modify local ordinances and policies to accommodate and encourage their use. One of the most significant deterrents to making an investment in these vehicles is the lack of recharging opportunities away from the home or work location which limits their effectiveness as viable transportation sources. The presence of the preferred parking sites and available recharge facilities may be a precursor to any positive impacts of this technology.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-41 TDM STRATEGIES RECOMMENDATIONS BENEFITS Parking fees and charges This strategy involves the concept of charging for SOV parking. Currently the cost of parking is paid indirectly through taxes or in the price of goods and services. High occupancy vehicles should be allowed to park free or at a reduced rate. Short-term: Draft a parking fee structure for specific overlay zones similar to Special Business Districts. The draft fees should be market based and might vary by time of day, day of week, etc. Encourage developers and businesses to implement fee based parking for vehicles at commercial centers and office parks. The fees should be used to offset the costs of providing other TDM strategies such as electric vehicle parking and charging stations, shaded walkways, shuttles and even discounts given to drivers of high efficiency vehicles. Begin working with the private sector to collect data on the actual number of parking spaces their employees and customers use on a daily basis and investigate the potential to share parking facilities with other nearby businesses to satisfy peak use periods. Mid-term: Require local developers and businesses to provide appropriate financial incentives, such as Parking Cash Out, for employees that use alternative transportation (or telecommute) rather than park SOVs on site. The funding for this element would be offset from the parking fees collected and from savings to the developers from not building as many parking spaces. Long-term: Explore the market conditions and periodically re-assess the basic need and the effectiveness of these market based programs. This concept allows the consumer to choose to pay for the convenience of SOV travel or to avoid the charges by carpooling, ridesharing, or using public transportation. The elimination or reduction of the fees for highly efficient or electric vehicles promotes the public’s acceptance of these vehicles and with other forms of public transportation. Parking fees reduce parking demand, address parking congestion and actively support other TDM strategies. CAUTION: Where free parking is common, it is difficult for an individual property owner to price parking, since motorists might park at other parking facilities, causing spillover problems and competitive disadvantage
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-42 TDM STRATEGIES RECOMMENDATIONS BENEFITS Develop a local Parking Plan and Parking Task Force This is a comprehensive assessment that includes an existing parking inventory, a set of objectives and strategies for affecting modifications to local parking policies. The Task Force brings the local business community to the table early in the management of problems and development of solutions. Short-term: Establish a local policy for the development of a local Parking Plan that includes inventory, resources, problems, objectives, and management strategies. Begin the integration of the parking inventory into the local GIS database. Consider establishing a local Parking Task Force that meets two to four times a year to assess the plan and to manage the review and update process. Mid-term: Establish a periodic review schedule for the plan. For example, the schedule might require a brief review annually and a more extensive update every five years. Long-term: Continue to periodically assess the plan and review schedule. An organized planning process will reveal a number of related issues and opportunities that might not otherwise be known. The development of a GIS layer can be useful for developers in their planning and preliminary engineering process. The development of a Parking Task Force that includes members of the local business community can be used to generate ideas and identify potential issues.
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Land Use and Development Policies
The purpose of this section is to outline ways in which TDM strategies can be implemented through the
local development process. The development process is complex and includes at least some element of
negotiation. The negotiation may be enhanced by developers gaining an increased comprehension of the
issues and needs of the local and regional agency. For the Study Area agencies to gain a cooperative
partner in the land development process, they should become aware of the many alternative land
development possibilities that can benefit the local area and the developer.
One example of the need to educate the area’s land developers can be made in the issue of grade
separated pedestrian crossovers at a major intersection in Las Vegas, Nevada. In an effort to resolve
some serious traffic issues, the municipal agency wanted developers to construct an overcrossing for
pedestrians at all four legs of the intersection. After years of resistance, the project was built and achieved
great success at resolving the traffic issues. The project has made such an improvement that more
recently the area’s developers are requesting these overcrossing be built at many other locations along the
tourist access roadways. Such clear successes are not always seen. Local governments are sometimes
highly resistant to implementing TDM strategies through land development requirements.
Recognizing the escalating costs involved in building new roads and widening existing roads, in addition to
the noise, air pollution, traffic congestion, and other automobile related problems, government agencies
need to encourage the use of TDM strategies by local governments and private land developers.
In the short-term, Study Area agencies should develop a set of overlay zones that carry the highest
potential to reduce personal vehicle use and begin to encourage developers to design mixed use projects.
Some of the most successful developments in Southern California in recent years are those that either
began as mixed use projects or that were redeveloped with higher intensity of mixed uses including
housing units within commercial sites. Also, within these potential trip reduction overlay zones,
developments of some minimum size perhaps in partnership with Study Area agencies or the regional
transportation agencies should establish a shuttle service that allows employees and or guests of
commercial centers to move around the core area without using their personal vehicles. This
recommendation is similar to the people mover concept operating at The River development in the City of
Rancho Mirage.
Most of the short-term recommendations included in this section relate to the institutional aspects of the
development process, which will require some modifications to local ordinances. For the mid-term
recommendations, there is an emphasis on the establishment of review panels or Task Forces to assess
the impacts of the specific strategies and to modify the new rules as needed to continue making positive
changes in the reduction of personal vehicle trips and vehicle miles travelled. Long-term strategies should
be implemented as soon as funding is available and growth and development warrant.
Table 19 provides an overview of the TDM strategies related to land use and development improvements.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-44 TABLE 19 - LAND USE AND DEVELOPMENT POLICIES TDM STRATEGIES RECOMMENDATIONS BENEFITS Transit Oriented Development (TOD) This strategy encourages joint and mixed use developments that are typically located near mass transit services. Short-term: Begin the development of a TOD overlay zone that identifies the highest potential for reduced personal vehicle use and financial success. Encourage local developers to consider the use of joint developments or those that mix land uses. Mid-term: Modify the local land use and tax policies to favor mixed use development with significant savings in the TOD zones. Provide tax relief or other financial assistance for TOD projects as demonstration or seed investments. Long-term: Continue to assess the potential for local mixed use developments that show promise in reducing vehicle trips, VMT and reduce emissions. Improves accessibility for employees and customers. Improves air quality by reducing the number of vehicle trips made. Supports the financial success and efficiency of the community’s transit services. Refocuses development sprawl resulting in more efficient delivery of municipal services which reduces costs. Employee housing An employer provides or subsidizes full or part-time housing units for their employees, at or adjacent to the workplace. Short-term: Continue to encourage these on-site housing arrangements for appropriate businesses and seek new opportunities to model the strategy and include this as part of mixed use developments in other areas. Provide enhanced credit towards traffic impact fees and TDM Plan trip reduction goals. Mid-term: Develop an information program that speaks to a variety of large employers encouraging them to provide housing units on or near the worksite in addition to remote Indian Gaming Centers. This activity becomes similar to the mixed use development that is outlined in another section of this report. Long-term: Continue to assess the changing conditions and demand related to employee housing for large employers. Consider the addition of an “employee housing for trip reductions” criteria for local development standards and checklists. This arrangement is more common in rural agricultural production and Indian Reservation areas and has the potential to significantly reduce commute trips for these destinations. Employee housing can be a strong employee retention benefit.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-45 TDM STRATEGIES RECOMMENDATIONS BENEFITS Develop a shuttle program for resorts and hotels A shuttle vehicle can be used as localized transport for employees from nearby mass transit transfer locations. Shuttles can provide local area circulation to events and other attractions. Short-term: Develop information guides to educate local hotels and other businesses that might be interested in participating in this type of shuttle service. The parameters of the programs that are adopted should be associated with a graduated series of tax credits or other incentives for the participating organizations. Consider the potential for local shuttle services that are established and operated by Study Area agencies, SunLine Transit, private event promoters, or other business interests. Mid-term: If a municipal shuttle service is desired, private resort and shopping attraction businesses may be required to contribute to the cost of operation through an increase in hotel and resort taxes, a fee for service concept, and /or advertising. Long-term: Continue to assess the benefits of these services and modify the programs over time. Tax credits or other incentives may need to be adjusted in the future. Guests of resorts may be able to avoid contracting a full time personal vehicle thereby reducing the cost of their stay. Typically a portion of resort employees represent low-paying positions, so the coordination of shuttles and transits can help retain good employees. The greatest trip reduction benefits may occur during the peak tourist season. Provide internal circulation for major commercial developments Small trams, trolleys, or vans can be used to provide easy access from distant parking areas to store fronts and between shopping and other commercial centers. Short-term: Develop a plan to provide a local shuttle tram or van within and between the major shopping venues surrounding Washington Street and Hwy 111. This service can be planned for peak season or year round. Mid-term: Initiate internal circulation for patrons of major commercial and office developments. An example of this has been implemented at the River commercial center in Rancho Mirage. Long-term: Encourage developments that accommodate the movement of people between parking and shopping areas efficiently. This strategy becomes supportive of mixed use developments that allow people to link trips in close proximity. This strategy reduces the number of private vehicles that are moving from one commercial center to another. The shopper can arrive at the site via public transit or park once in the area and move from parking space to storefronts or other centers by this circulating vehicle rather than take their own vehicle back on to the roadways multiple times in a single shopping trip.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-46 TDM STRATEGIES RECOMMENDATIONS BENEFITS Provide Information Centers for Transportation Alternatives at major employers and other trip destinations including concert and sporting event sites and, malls. These are localized sites where information can be distributed about transit services and rideshare and carpool information. The local TDM Ordinance is designed facilitate the employee’s use of TDM measures. Short-term: Contract with the local mall developers and operators to include transportation related information such as bus and shuttle schedules at their “Information Desks.” In addition SunLine Transit should consider placing a kiosk or vending devise for ticket and discounted pass sales at these and other locations. Modify the local TDM Ordinance to require employers to include and maintain an information center where employees can receive information about alternative transportation resources, rideshare matching and carpools. Mid-term: Continue to provide contemporary information that is appropriate for the local and regional conditions. Information should keep the public aware of any new TDM strategies and of those that have become outdated or abandoned. Long-term: Continue to review and revise information as conditions change. Employees are more encouraged to use the available alternative transportation modes when the employing firm demonstrates a supportive culture. Restriction of delivery hours away from the peak use periods. This is a very restrictive measure and is only appropriate in the most severe or unique situations. (For example, in Central London trucked deliveries can only be made at night or during off peak times.) Short-term: Conduct an observation and/or survey of businesses to determine what hours most deliveries are made and solicit ideas from the businesses about this issue. Businesses will need to define what types of deliveries can be shifted and which type cannot. Mid-term: Define a Task Force to review the information that is collected and the suggestions made to determine the potential for using this strategy. Long-term: Periodically review changing conditions to determine the potential value of these restrictions in the future. This measure can shift trips away from the peak use periods, which reduce congestion and improve air quality. This measure may require significant modification to business operations and to the logistics firm’s responsible for making deliveries.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-47 TDM STRATEGIES RECOMMENDATIONS BENEFITS Establish parking fees at some employment sites. Employees are assessed a fee for parking to encourage use of alternative transportation. Short-term: Review the current development standards to determine if the minimum number of parking spaces might be reduced as an incentive to participation. This review should also address the creation of a “maximum” number of spaces for any specific development. Mid-term: Charging employees for parking single occupant vehicles can reduce the demand for spaces. This strategy can open opportunities for additional shared or mixed use additions to existing projects. Providing a parking cash out program for employees can reduce the number of work trips, especially those with shorter commute. Long-term: Periodically review and update the parking fee programs and adjust the amounts charged or other elements in response to changes in demand. In addition to encouraging alternative transportation for work trips, this strategy can generate funding to subsidize the alternative mode. Typically this measure is implemented at employers’ site such as hospitals and other large employment centers where carpooling, ridesharing, and transit are likely available. Golf cart circulation systems and charging facilities This strategy promotes the use of golf carts and neighborhood electric vehicles establishing a golf cart plan that may allow the use of wide sidewalks and other trails as a means of connecting the residences to commercial centers. Short-term: Continue to expand the existing golf cart systems. Investigate how the golf cart usage can be integrated into the sidewalk or bikeway systems along key roadways where speed limits are over 25 miles per hour. Develop a program of placing visible signs along local roads that permit golf carts. Mid-term: Modify the TDM ordinance to require provision for golf cart charging outlets at commercial, government, and institutional developments that are located within golf cart zones. The charging stations may be free or fee based. Long-term: Continue to assess the changing conditions of golf cart transportation demand. Assessments should provide recommendations for updating these policies. Golf cart ordinances have been helpful in establishing conditions for the safe operations of these clean air vehicles. The development of a Golf Cart system can generate interest in other types of Neighborhood Electric Vehicles.
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-48 TDM STRATEGIES RECOMMENDATIONS BENEFITS Provision of bicycle lanes within commercial centers. This includes bike lane stripping and signage within major commercial centers. Short-term: Modify the local Commercial Precise Grading Plan Review Checklist to include a requirement for bike lane stripping and signage that extends from the primary roadway access to the bike rack location near building entrances. Begin to require retrofit of bike lane stripping and signage within existing centers during permitting events. Identify and remove any barriers to bicycle and pedestrian movement through commercial centers between roadway entrances or transit stops and building entrances. Mid-term: Continue to pursue the proper use of bike lane stripping and signing according to industry standards. Long-term: Periodically assess the various development standards for their impacts on non-motorized transportation modes. Any measure that adds dedicated bike way facilities is considered effective in enhancing bicycle use for commuting or for pleasure. Preferential parking for ridesharing and carpool vehicles and other multiple occupant vehicles Provides preferential parking for rideshare / carpooling vehicles near entrances. Short-term: Modify the local TDM Ordinance (9.180) to require the placement of rideshare / carpool parking facilities for employees of all businesses or developments qualifying under the TDM Ordinance. The requirement should require a minimum of 2.5% of the total number of parking spaces. Modify the TDM Ordinance to require office parks and retail centers to provide preferential parking for multiple occupant vehicles in a fashion similar to the ADA spaces and electric vehicle spaces. The minimum number of spaces should be 2.5% of the total number of regular spaces. Mid-term: Assess the effectiveness of the preferred parking spaces for multiple occupant vehicles and adjust the number of spaces required in response to the current demand. Long-term: Continue to assess and modify the program as conditions change. This strategy is not typically considered for small retail operations or small industrial sites where staff hours fluctuate. This measure is effective where there are consistent ridesharing activities including farming, manufacturing and hospitals
Washington Street & Highway 111 TSM/TDM Corridor Study Chapter 3 – Transportation Demand Management (TDM) Study 3-49 TDM STRATEGIES RECOMMENDATIONS BENEFITS Onsite childcare facilities Employer provides or contracts for childcare operations at the work site. Short-term: Investigate opportunities for developers to provide priority to child care facilities located within large commercial, manufacturing, or office park developments. The rents paid by these services might be assessed at a reduced rate to encourage these investments. This may include the use of tax credits and enhanced trip reduction credits for developers. Mid-term: Search out a potential child care provider and developer to initiate this program as a means of gathering data on the effectiveness and public acceptance of this strategy. Long-term: Periodically assess the demand for continuing or the need for modification to the strategy. This measure can be effective in for large employers or institutions but maybe cost-prohibitive for small employers. Onsite childcare facilities are being seen at higher education campuses, hospitals, and other very large employers. Encourage pedestrian -oriented land use in development layout and building designs Developers are required to demonstrate how pedestrians move about any development. Short-term: Modify the TDM Ordinance (9.180) to require the development of a pedestrian circulation plan at the design review stage. Encourage developers to adopt Universal Design for all pedestrian facilities within the site. This insures the compliance with ADA requirements and offers higher value pedestrian experiences. Mid-term: Periodically review and update this strategy as conditions change. Long-term: Periodically review and update this strategy as conditions change. The presence of safe pedestrian facilities encourages people to replace some vehicle trips with a walk trip especially for short distances. Pedestrian may decide to walk to a nearby store rather than drive to a more distant location. Pedestrian facilities enhance a community’s quality of life. Mixed Use Development This strategy supports land use and community designs that focus on the placement of residences and commercial activities in the same development or in close proximity. Short-term: Encourage local developers to include mixed use design elements in any new development. Some of these developments are born from a collaborative partnership of developers. Reduce building set-backs, the number of parking spaces required and allow a higher level of development within the mixed use project. New development projects should cluster buildings to encourage pedestrian access Mid-term: Develop a series of educational materials for local developers that promotes the advantages and benefits of Mixed Use designs. Long-term: Periodically review and modify the program as conditions change. Mixed use developments have been very successful in many areas of Southern California. They have resulted in the revitalization of outdated and underutilized commercial sites as well as entire communities and carry lower municipal costs due to the shared use of services. One example of this is the Paseo Colorado in Old Town Pasadena.
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Site Specific TDM Suggestions and Recommendations
The previous section included generalized TDM recommendations organized under six TDM categories
(i.e., Transit System Improvements). In this section, some of these suggestions will be presented for a
specific location on the aerial photos. Most of these are made for implementation of potential physical
improvements and programs that are most likely to be effective within the Study Area over the short-term or
in some cases mid-term.
The suggestions and recommendations included in the preceding section under the six TDM categories are
all candidates for implementation but will also depend on conditions such as economic fluctuations,
technology advances, and even cultural attitude shifts regarding vehicle travel. The specific suggestions
presented on the figures below also have application at any number of different locations that may not be
shown on the figures. Here the improvements focus on removing barriers to the use of alternative
transportation modes. For example, installation of crosswalk striping with on demand flashing pedestrian
warnings imbedded in the roadway pavement at key locations provides a sense of safety that may affect an
individual’s decision to convert a vehicle trip to a walk trip. One of the frequent observations during the field
reviews was that the sidewalk systems in the Valley seemed to be designed to take people past
commercial centers rather than inviting them to enter. The absence of openings in landscaping and walls
surrounding shopping centers serve as real barriers for the elderly and for people with physical limitations.
Constructing paved direct access paths between the roadside and commercial centers and offices has not
been a focus of local designers or reviewing municipal departments. That does appear to be changing as
evidenced by the interest in this project and the attitude of cooperation offered to the project team by the
Valley’s local agencies.
Measuring the success of TDM strategies is a difficult if not impossible process. TDM by nature requires
the shifting of personal choices made by different people with different ideas and concepts, political views,
economic abilities, and sometimes cultural concepts. For example:
An employee drives their own vehicle to work each day, but notices that the
transit stop nearby is has new solar powered lighting and there are new
pathways being constructed between the bus stop and the workplaces. At
about the same time the employee receives a notice that discounted bus
passes are available from their employer. This employee is facing a series
of stimulus that when combined over time may shift their attitude toward
using transit. Perhaps the regional transit agency initiates a marketing
program encouraging people to “try transit for free” program for some
specific time period. The person may make the decision to try taking a bus
to work as an alternative to driving personal vehicle.
As the TDM strategies presented here are implemented they will definitely serve to influence the public’s
attitude toward alternative travel modes, it is impossible to be certain which particular strategy affected their
final decision. This is the reality of TDM efforts. Therefore, this project includes a number of suggestions
for site specific improvements all along the corridor that focus on removing non-motorized travel barriers.
Achieving success in shifting people into more efficient and healthier travel modes cannot be achieved by a
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single agency in the Valley, which is why the project team conducted field reviews and made suggestions
and recommendations for improvements along most of the Highway 111 corridor.
Figures 3-1, 3-2, and 3-3 below are aerial photos, used as maps of Highway 111 and the immediate area
within the Study Area. The aerial photos have been used to identify exactly where some of these TDM
measures might be implemented as part of Study Area agencies’ efforts to promote non-motorized
transportation modes and reduce congestion. Of course these are suggestions made without the benefit of
engineering analysis and are made as suggestions to begin a dialog of local agency staff from various
departments to openly discuss these possibilities.
Appendix G includes similar graphically suggested site specific improvements based on field observations
and research for the area surrounding Highway 111 from Palm Springs in the west to Indio in the east. The
aerial photos may be of particular interest to each specific jurisdiction along the corridor and therefore the
portions of the highway within each of the aerial photos will largely be broken at city limit boundaries as
shown below in Table 20.
TABLE 20
Aerial Photo Mapping by Local Agency
AGENCY FIGURES
City of Palm Springs A-3-1, A-3-2, A-3-3
City of Cathedral City A-3-4, A-3-5
City of Rancho Mirage A-3-6, A-3-7, A-3-8, A-3-9
City of Palm Desert A-3-10, A-3-11, A-3-12
City of Indian Wells A-3-13
City of Indio A-3-14, A-3-15,
A-3-16 A-3-17
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Existing Deficiencies Section
All the TDM recommendations included in previous sections of this report should be implemented
whenever any opportunity arises. The recommended strategies and improvement s shown in the tables and
maps above have been presented within five categories with implementation suggested within three tiered
timeframes including, short-term (within five years), mid-term within ten years), and long-term (within 15 or
more years). The discussion here is intended to present some small projects in terms of scope and cost,
but may potentially result in significant benefit by removing some barriers to widespread use of non-
motorized transportation modes. In this section these projects are called, “Existing Deficiencies.”
Many transportation professionals remain skeptical that implementing TDM measures can be effective, for
a variety of reasons. Some think that TDM cannot be effective because it requires consumers to change
their travel behavior, something that many Americans have not demonstrated in the past. Other
professionals may feel that since they see many sub-urban and rural area buses running empty, or with few
passengers, the time and money would be wasted on these projects.
A review of SunLine Transit’s’ Comprehensive Operational Assessment (COA), reveals that the majority of
people using the transit system have no other transportation option. For too many people, the only choices
they have are take the bus, walk, bicycle, or don’t make the trip at all. This social reality that some people
are “transit dependant” is demonstrated throughout the Coachella Valley. For this reason, it seems clear
that the region’s primary transit provider has very likely captured a significant portion of the “transit
dependant” population. In other words, if the system does not implement change they will not likely attract
large numbers of new bus passengers. Of course, if there is new development and the population
increases there will undoubtedly be an increased ridership. The increase in ridership would probably be
equal to the number of new transportation dependant residents that are within the new population.
The question becomes, “How do we attract new transit passengers, bicyclists, and walkers out of a general
population that commonly use personal vehicles to move about. Perhaps the most appropriate answer is to
“remove the multitude of barriers to using them.” As this project moved along it became clear that there
were both physical and psychological barriers facing users of most alternative transportation modes,
including transit, bicycling and walking. Travelers using these modes faced significant barriers at many
locations between their trip origins and destinations. Transit dependant travelers have no mode choice so
they simply live with (put up with) the inconveniences or not travel at all. The region’s O&D Survey
indicated that the most common trip type for transit dependant passengers is the work trip, which leaves
little room for making convenience based choices.
This section, “Existing Deficiencies,” attempts to identify and address some of the travel barriers that exist
along the Highway 111 corridor. Barriers to using alternative transportation modes are issues such as the
lack of direct access to commercial centers and worksites from bus stops. Frequently transit passengers
have been observed crossing over landscape set back areas to make the most direct connection to
adjacent business centers. It is common to see passengers such as a mother with one or more small
children and a baby stroller, leave a bus and have to walk through a landscaped area or crawl over a
perimeter wall to gain access to businesses rather than walk to the primary driveway. Once the pedestrians
reach the driveway very often there is no walkway leading into the center. At times it appears that no one
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has considered the issue of access for transit passengers, pedestrians, and cyclists within some specific
developments. The reality is that the transportation professionals have considered these travelers and quite
often make sure these access issues are addressed appropriately. However, there are other situations
where the pedestrians are not at all considered. History has proven that people will walk, bike and use
transit more if we consider them as we build our transportation system if that is truly our goal for this region.
This final section of the TDM element of the project presents aerial maps of the Highway 111 corridor
through the City of La Quinta divided into 10 segments. The first map is a key that presents the relative
location of the existing deficiencies segment maps. Each aerial photo segment map is followed by another
annotated map showing the specific location of the suggested improvement and a photo of the specific
issue. In addition these maps are followed by a more detailed explanation of the issues at each location
also including the photo as it was shown on the aerial maps.
All of the improvements recommended in this section are also included in previous sections of this report.
These recommendations are included here because they represent improvements that can be made
relatively quickly and at low cost. These improvements hold promise to be very effective at removing some
of the significant barriers to using alternative transportation modes. By presenting them in this section they
may be easily accessed and ready for quick implementation.
Following this series of segment maps and detailed descriptions is a copy of the City of La Quinta’s TDM
Ordinance with suggested modifications as described in the previous TDM Chapter. The recommended
modifications have been provided to encourage the city to consider making some or all of these revisions to
establish a stronger base for supporting and enforcing the ordinance. Making these revisions will clearly
result in more analysis and implementation of TDM strategies with any new development or major re-
development of existing sites during the permitting phases.
The final item in this section is a copy of the Transit Development Fee Ordinance that was adopted by the
City of Cathedral City. This ordinance should be reviewed and considered as a model ordinance for the City
of La Quinta. This is another source of insurance that Transportation Demand Management strategies are
enforced as a part of our toolbox of transportation solutions.
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Map A1: Point Happy
#1: To the west from the Point Happy Center. There is no
sidewalk along the north side of Hwy 111 between Point
Happy and the Cliff House. This missing pedestrian and
bicycle link prevents direct bicycle and pedestrian travel to
the Cliff House as well as the residential developments
along the north side of Hwy 111 in Indian Wells.
Recommendation: Construct a sidewalk to complete this
link. In lieu of that long term solution, a bicycle pedestrian
path could be constructed along the north side of the Point
Happy site making the connection.
#2: Entering west driveway of Point Happy center.
Pedestrian and bicycle access is circuitous due to a
missing sidewalk extension from Hwy 111. The only
pedestrian access available is at the center driveway to the
east. Pedestrians typically enter the site by crossing
through landscaped areas
Recommendation: Extend sidewalk along the eastside of
driveway at the west entrance, or where a path has been
worn across the landscape area.
#3 and #4: In response to the missing sidewalk mentioned
above, pedestrians have worn paths through the planters at
more than one location. This activity demonstrates the
demand for a new access sidewalk. Some transit
passengers and pedestrians, especially families with
children, struggle to gain across to many commercial
centers along Hwy 111.
These worn paths result from pedestrians finding other safe
access points to commercial sites. This recommendation
applies as an alternative to a paved sidewalk extension
along the west driveway.
Recommendation: Construct a paved walkway at or near at
least one worn path. This improvement would also
minimize the need for the sidewalk extension suggested
above.
#3
#2
#4
#1
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Map A2: Von’s Center
#6 The sidewalk in front of the Bank’s entrance does not
connect to the sidewalk along Hwy 111. This missing
sidewalk may be seen as a barrier to some pedestrians.
Perhaps this missing connection could have been avoided
during the original site review and construction with
enhanced internal circulation requirements.
Recommendation: 1) Extend the shop-side sidewalk across
the landscape area to Hwy 111; 2) Modify the municipal
codes to address circulation with higher priority.
#7 This SunLine transit shelter (currently not in service) is
adjacent to the Beer Hunter center and is just a few feet
from the parking area. There is no direct paved pedestrian
connection between the shelter and the center. Line
111only stops at the east side of Washington Street which
requires passengers to cross back over Washington Street
to access this center.
Recommendations: 1) Construct a paved walkway from the
shelter directly to the center at the nearest location; 2) to
encourage the use of transit services as is required by local
ordinance this bus stop should be re-activated.
#7
#6
#8
#5
#5. The existing sidewalk needs to be extended further into
the commercial center alongside the driveway. For
example, pedestrians arriving by westbound transit may
cross Hwy 111 at this location and they are required to
walk along side vehicles at the driveway apron.
Recommendation: Extend the existing sidewalk further into
the commercial center where speed limits are low and
walking is less threatening.
#8 The sidewalk at this driveway needs to be extended into
the center away from entering and exiting vehicles. There is
no other pedestrian walkway leading into the center
between Hwy 111 and this driveway.
Recommendation: Extend the sidewalk further into the
center to a location away from entering and exiting
vehicles, some of which are crossing three opposing travel
lanes.
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Map A3: Stater Bros. - Staples
#9 This driveway has been designed for motor vehicles, but
creates a barrier for pedestrians. There are no sidewalks
along this drive and there are no alternative walkways into
the center between distant driveways.
Recommendation: 1.) Extend the sidewalks along the
driveway into the center’s parking area and building
entrances; 2.) Modify the local site plan review checklists to
include assurance of adequate paved entrances to
commercial centers. #9
#10 This path through the landscaping set back area has
been worn by pedestrians as they gain access to the center
rather than walk along the driveways on the other side of
the building. This situation does not meet the intent of local
ordinances and building standards.
Recommendation: Construct a paved walkway at or near
the worn path to provide access for transit passengers and
pedestrians. Many of the transit passengers have children
in the group which makes crossing these landscape areas
particularly difficult. #10
#11 This paved walkway adjacent to the First Bank building
does not connect with the nearby sidewalk. Pedestrians
have been observed crossing over the landscape area to
access this site.
Recommendations: 1.) Construct a paved extension to
connect the walkway and the sidewalk; 2.) modify the local
site plan review checklist to address these connections.
#12
#11
#12 There is no sidewalk along this driveway at this
location where vehicles may be traveling faster than is
considered typical due to the one way design. This photo
demonstrates a need for paved pedestrian walkways
between sidewalks and commercial buildings.
Recommendations: 1.) Construct sidewalks along the
driveway; 2.) modify the local site plan review checklist to
address pedestrian access to commercial sites.
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Map A4: Kohl’s
#13 There are no sidewalks along this principle driveway
located at a signalized intersection. Painted crosswalks and
pedestrian signalization direct pedestrians to this location
but there are no sidewalks providing access to the center.
Photos 14 and 15 below present a further lack of
pedestrian walkways moving away from the driveway.
Recommendations: 1.) Construct sidewalks along both
sides of the driveway; 2.) modify the local site plan review
checklist to address pedestrian access to commercial sites. #13
#16
#15
#14
#14 and 15 These photos demonstrate a lack of internal
circulation facilities for pedestrians and transit passengers
as they move away from the primary access driveway.
Photo 14 presents the view to the west and photo 15
presents the view to the east. There is pedestrian access
located at the far side of the adjacent buildings but there is
signage notifying pedestrians that they are available.
Recommendations: 1.) Construct sidewalks along the
driveway; 2.) place way-finding signs at the intersection to
direct pedestrians to the paved crossings to the east and
the west’ 3.) modify the local site plan review checklist to
address pedestrian access to commercial sites.
#16 This photo shows a path worn by pedestrians and
transit passengers as they access the center’s businesses
from Hwy 111 sidewalks. There is also a transit stop and
shelter nearby.
Recommendations: 1.) Construct sidewalks along the
driveway; 2.) modify the local site plan review checklist to
address pedestrian access to commercial sites.
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Map A5: LG’s – Lowe’s
#17 This photo shows the west motor vehicle entrance to
the LG’s center along Washington Street. Note that the
sidewalk along Washington Street does not extend into the
center but rather ends at the curb return. This situation
requires pedestrians to walk between the motor vehicles
and the curb face or cross over the landscaped areas.
When the weather is wet and/or stormy this lack of paved
walkways creates a significant barrier for pedestrians.
Recommendations: 1.) Extend the sidewalks into the center
on both sides of the driveway.#17
#18 This photo presents a place where a small effort would
make a difference for the safety and convenience of
pedestrians entering the site. This center has constructed a
model walkway and shade structure for pedestrians from
Hwy 111 to Simon Drive with the exception of this small
section.
Recommendations: 1.) Connect the internal walkway to the
sidewalk in front of the Banner Mattress store adjacent to
Hwy 111. #18
#19
#19 This photo presents a place where a small effort would
make a difference for the safety and convenience of
pedestrians entering the site. This center has constructed a
model walkway and shade structure for pedestrians from
Hwy 111 to Simon Drive with the exception of this small
section.
Recommendations: 1.) Connect the internal walkway to the
sidewalk in front of the Banner Mattress store adjacent to
Hwy 111.
#20 This photo presents a place where a small effort would
make a difference for the safety and convenience of
pedestrians entering the site. This center has constructed a
model walkway and shade structure for pedestrians from
Hwy 111 to Simon Drive with the exception of this small
section.
Recommendations: 1.) Connect the internal walkway to the
sidewalk in front of the Banner Mattress store adjacent to
Hwy 111. #20
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Map A6: Target – Stein Mart
#21
#22
#21 This photo from inside Target’s parking area looks
toward the intersection of Hwy 111 and Caleo Bay Drive.
The landscape set back area is unbroken between the
intersection and the principle walkway midblock top the
east and along Caleo Bay to the south. Pedestrians have
worn paths across the set back near the intersection.
Recommendations: Construct an additional paved walkway
at or near the worn paths.
#22a This driveway lacks sidewalks on either side of the
entrance along Hwy 111. Due to grade change the
driveway throat at this location extends longer than those
found along at grade driveways. The length and grade
make this a particularly challenging entrance for
pedestrians.
Recommendations: Construct a sidewalk along at least one
side of this driveway.
#22b This photo verifies that there is no pedestrian access
to this commercial center from the Adams Street driveway.
Here pedestrians and transit passengers coming from the
south and east must walk along side motor vehicles
entering and exiting the center.
Recommendations: Construct a sidewalk one at least one
side of the driveway.
#22
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Map A7: Pavilion at La Quinta
#23 This is the view looking east from Pavilion’s entrance
at La Quinta Center Drive. The sidewalk does not continue
eastward between Pavilion and Patios Plus. Typically a
missing sidewalk would be constructed as the parcels
develop. However the high level of current development
surrounding these parcels creates a need for the sidewalk
system to be completed.
Recommendations: Construct a sidewalk between La
Quinta Center Drive and Patios Plus along Hwy 111.
#24 This is the east side of the primary entrance to
Pavilion at La Quinta along Hwy 111. Note the lack of
sidewalk along the entry drive. Typically this feature would
be constructed by developments at the adjacent parcels.
Other developments in the general area have created a
demand for pedestrian facilities in advance of development.
Recommendations: Construct a sidewalk along the east
side of the entry drive to a point where pedestrians would
access properties to the east and west.
#26 This photo shows the sidewalks along Hwy 111 ending
at the driveway which facilitates passing pedestrians, but
not those actually entering the development. From the
sidewalk pedestrians have to walk inside the driveway with
entering and exiting motor vehicles.
Recommendations: Continue the sidewalks along the
driveway on at least one side.
#25 This photo has been included as a model for the
pedestrian friendly design of an entrance to an active
commercial center. Here it is possible for transit
passengers and pedestrians to safely enter the
development from either direction.
Recommendations: Consider using this as an example of
how future driveways can be made pedestrian friendly.
#23
#24
#25
#26
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Map A8: Auto Center - Walmart
#27 This photo presents a piece of sidewalk with an ADA
compliant access ramp that has no function. However, if
the sidewalk extended from the ramp to the west
connecting to the exterior sidewalk along La Quinta Center
Drive there would be functionality. (See Photo 28)
Recommendations: Construct the sidewalk extension
westward from the access ramp to complete the local
pedestrian system.
#28 This photo presents a piece of sidewalk with an ADA
compliant access ramp that has no function. However, if
the sidewalk extended from the ramp to the west
connecting to the exterior sidewalk along La Quinta Center
Drive there would be functionality. (See Photo 27 above)
Recommendations: Construct the sidewalk extension
westward from the access ramp to complete the local
pedestrian system.
#29 This photo shows a missing internal sidewalk along the
east side of the Wendy’s Restaurant. Currently there is a
sidewalk extending northward from the point of this photo
and sidewalks running east and west along Wendy’s south
perimeter.
Recommendations: Construct a sidewalk along the east
perimeter of the parcel containing Wendy’s.
#27
#28
#29
#30 This photo shows an internal sidewalk in front of a
commercial buildings that ends at the edge of the building,
but does not connect to the local sidewalk system. This
lack of connection is considered a barrier to non-motorized
travel which is not consistent with the municipal TDM
ordinance.
Recommendations: Connect this walkway to the sidewalk
along La Quinta Center Drive.
#30
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Map A9: Home Depot
#31 The sidewalks at the north east entrance to Home
Depot at Jefferson Street and Vista Grande do not extend
into the commercial site. This lack of safe access is not
consistent with the local TDM Ordinance.
Recommendations: Extend the sidewalks at this location so
they wrap around the driveway and deliver the pedestrians
into the center.
#31
#32 This photo shows the sidewalk at a principle signalized
entrance to the commercial center. There is a landscape
area blocking pedestrian access to the site. Pedestrians
have worn paths crossing through the landscape areas.
(See Photos 33 and 34 below)
Recommendations: Extend the sidewalk from Hwy 111 into
the commercial center on both sides of this primary
driveway. This is a point of access for pedestrians
accessing two sub-centers.
#34 This is another pedestrian path worn over time by
pedestrians avoiding the main driveway to enter the center.
(See photo 33 above)
Recommendations: Construct a paved walkway at or near
the worn paths to provide pedestrian access
#33 This photo shows a path worn over time by pedestrians
through the landscape area. (See photo 34 below)
Recommendations: Construct a paved walkway at or near
the worn paths to provide pedestrian access.
#32
#33
#34
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Map A10: Costco Center
#35a This photo looking east presents two issues; 1) the
sidewalk along Hwy 111 in front of the Chevron Gas Station
and Market does not connect with the pavement at the
driveway, and 2) the sidewalk does not extend to the east
from the driveway from this point to the Costco Center near
Souplantation. The level of development in the general
area creates a demand for a complete sidewalk system
along Hwy 111. (See photo 35b below)
Recommendations: 1) Paved the small dirt area between
the driveway and the existing sidewalk, and 2) construct the
missing sidewalk between the Chevron Station driveway
and the Costco Center.
#35a
#35b
#35b This photo looking west presents the end of sidewalk
near the Souplantation in the Costco Center. The level of
development in the general area creates a demand for a
complete sidewalk system along Hwy 111. This missing
segment of sidewalk between this point and the Chevron
Station to the west is not consistent with the intent of local
ordinances. (See photo 35a above)
Recommendations: Construct new sidewalk along Hwy 111
to complete the local sidewalk system from the Chevron
Station and the Costco Center.
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City of La Quinta TDM Ordinance
Chapter 9.180 TRANSPORTATION DEMAND MANAGEMENT
9.180.010 Purpose.
This chapter is intended to protect the public health, safety and welfare by reducing
air pollution, traffic congestion and energy consumption attributable to vehicle trips and
vehicle miles traveled. This chapter meets the requirements of Government Code Section
65089(b)(3), which requires inclusion of a trip reduction and travel demand element within
a congestion management program (CMP) and Government Code Section 65089.3(a), which
requires adoption and implementation of trip reduction and travel demand ordinances by
local agencies. No building permit application for any applicable development project shall
be accepted, nor shall a building permit be issued by the city unless and until a TDM plan has
been approved or an exemption granted pursuant to this chapter. (Ord. 284 § 1 (Exh. A)
(part), 1996)
9.180.020 Definitions.
For purposes of this chapter, definitions of the following terms shall apply:
“Alternative transportation modes” means any mode of travel that serves as an alternative
to the single- occupant vehicle. This includes all forms of ride-sharing such as carpooling or
vanpooling, as well as public transit, bicycling or walking.
“Applicable development” means any new development project or change of use project
that is determined to meet or exceed the employment threshold using the criteria contained in
this chapter. An applicable development also includes developments which are owned and/or
managed as one unit, such as a business park or shopping center, that also meet or exceed the
employment threshold, and may have one or more employers.
“Bicycle facilities” means any capital improvements which would benefit an employee
who rides a bicycle to his or her worksite, including shower facilities, locker facilities, bicycle
parking, etc.
“Change of use” means the alteration of the initial use of a facility to another use not
related to the previous use, after the effective date of the ordinance codified in this chapter,
where some discretionary action or approval by the city council and/or the planning commission
is required. (Example: office space changes its use to commercial space.)
“Developer” means the person or entity which is responsible for the planning, design and
construction of an applicable development project. A developer may be responsible for
implementing this chapter as determined by the property owner.
“Employee” means any person employed by an “employer” as defined in this section.
“Employer” means any person(s), firm, business, educational institution, government
agency, nonprofit agency or corporation, or other entity which employs one hundred or more
persons at a single worksite within the city, and may either be a property owner or tenant of an
applicable development project.
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“Employment generation factors” refers to factors developed for use by the city for
projecting the potential employment of any proposed development project.
“Employment threshold” means the number of employees which an applicable
development or employer must have for this chapter to apply.
“Minimum standards” means the minimum changes made to establish a transportation
demand management and trip reduction plan at an applicable development project to a level
which satisfies this chapter.
“Mixed-use development” means new development projects that combine two or more
different uses.
“New development project” means any nonresidential project being processed where
some discretionary action or approval by the city council and/or the planning commission is
required.
“Peak period” means those hours of the business day between seven a.m. and nine a.m.
inclusive, Monday through Friday, which this chapter identifies as the priority period for
reducing work related vehicle trips.
“Property owner” means the legal owner of the applicable development and/or the
owner's designee (e.g., developer).
“Ride-share facilities” means any capital improvements which would benefit an
employee who rideshares to the worksite, including on-site amenities, preferential parking and
ridesharing drop-off areas at the entrance of the concern.
“Site development plan/permit” means a precise plan of development that may be subject
to public hearing before the city council and/or planning commission including without
limitation a specific plan, conditional use permit public use permit or subdivision map.
“Transit facilities” means any capital improvements which would benefit an employee
who uses any form of transit to travel to the worksite, including transit stops, shelters, bus
turnouts, park and ride lots, and other transit amenities.
“Transportation management association” or “TMA” means a voluntary entity of
employers, property owners and other interested parties who share a mutual concern for local
transportation problems and have the ability to collectively pool participants' resources to
address these issues. A TMA must still satisfy the goals established for individual employers
pursuant to this chapter.
“Transportation demand management” or “TDM” means the implementation of
programs, plans or policies designed to encourage changes in individual travel behavior. TDM
can include an emphasis on alternative travel modes to the single-occupant vehicle such as
carpools, vanpools, and transit, reduction or elimination of the number of vehicle trips, or shifts
in the time of vehicle commutes to other than peak periods.
“Worksite” means a building or grouping of buildings located within the city which are in
physical contact or separated solely by a private or public roadway or other private right-of-way,
and which are owned or operated by the same employer (or by employers under common
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 3 – Transportation Demand Management (TDM) Study
3-80
control). (Ord. 284 § 1 (Exh. A) (part), 1996)
9.180.030 Applicability.
A. This chapter shall apply to all new nonresidential development projects and/or
change of use projects that are estimated to employ a total of one hundred or more persons as
determined by the methodology outlined in subsection B of this section.
B. For purposes of determining whether a new development project or change of use
project is subject to this chapter, the total employment figure shall be determined as follows:
1. Employment projections developed by the project applicant, subject to approval
by the community development director; or
2. Employment projections developed by the community development director or
the director's designee using the following employee-generation factors by type of use:
Land Use Category Gross Square Feet Per Employee
Retail/commercial 500
Office/professional 250
Industrial/manufacturing 525
Hotel/motel .8 to 1.2 employees/room
Hospital 300
C. The employment projection for a development of mixed use or multiple uses shall
be calculated based upon the proportion of development devoted to each type of use. (Ord. 284 §
1 (Exh. A) (part), 1996)
9.180.040 Exemptions.
Notwithstanding any other provisions, the following uses and activities shall be exempt
from this chapter:
A. Development projects and change of use projects projected per Section 9.180.030
to employ fewer than one hundred persons;
B. Temporary construction activities on any affected project, including activities
performed by engineers, architects, contract subcontractors and construction workers;
C. Other temporary activities, as defined in this code or as authorized by the city
when such temporary activities shall discontinue at the end of the designated time period; and
D. Any employer(s) who have submitted to the city an active approved plan under
the South Coast Air Quality Management District's (SCAQMD) Regulation XV program
requirements (Regulation XV). Notwithstanding this provision, projects which are exempt under
this subsection shall nevertheless comply with Section 9.180.110 (SCAQMD Compliance). (Ord.
284 § 1 (Exh. A) (part), 1996)
9.180.050 Minimum standards.
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 3 – Transportation Demand Management (TDM) Study
3-81
A. All applicable new developments and change of use projects shall, concurrent
with application to the city for other permits and/or approvals, submit a transportation demand
management plan (“TDM plan”) prepared by a traffic engineer, transportation planner or other
similarly qualified professional identifying traffic impacts associated with the proposed project
and including design recommendations and mitigation measures appropriate to address on-site
and off-site project impacts. The TDM plan shall be in the form required by SCAQMD
Regulation XV, and shall be reasonably calculated to achieve an average vehicle occupancy rate
(VOR) of 1.3. The TDM plan shall also indicate specific strategies and guidelines to reduce the
number of trips and increase the amount of nonvehicular transportation.
B. All property owners of applicable new developments and change of use projects
shall be subject to required capital improvement standards as specified in this section. These
standards must be individually addressed to the specific needs and capacity of the applicable
development. These required standards may be used to achieve an average vehicle occupancy
rate (VOR) of 1.3. Property owners of all applicable developments shall include in their project
site development plans provisions to address each of the following capital improvements:
1. Transit facilities (on-site and off-site);
2. Bicycle facilities including parking racks and/or lockers as well as direct
connections for their use between the site and the adjacent roadways; and
3. Rideshare facilities.
C. All property owners of applicable new developments and change of use
developments shall establish “operational standards” within sixty days after occupancy of the
development by an employer. Operational standards shall consist of standards which employers,
TMAs or a managing office of an applicable development must implement to achieve the goals
of SCAQMD's Regulation XV program.
D. The following options shall be addressed in the property owner's TDM plan to
fulfill both the capital improvement standards and the operational standards:
1. Alternate work schedules/flex-time: incorporating alternate work schedules and
flex-time programs (such as a nine-day/eight-hour or four-day/forty-hour work schedule);
2. Telecommuting: establishing telecommuting or work-at-home programs to allow
employees to work at home or at a satellite work center;
3. Bicycle facilities: providing bicycle parking facilities equal to ten percent of the
total required automobile parking spaces; and preserve two percent of the gross floor area for
employee locker and shower facilities;
4. On-site employee housing and shuttles: providing affordable on-site housing and
shuttles to and from residential and work areas;
5. Preferential parking for carpool vehicles of at least 2.5% of the total number of
parking spaces;
6. Information center for transportation alternatives;
7. Rideshare vehicle loading areas;
8. Vanpool vehicle accessibility;
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 3 – Transportation Demand Management (TDM) Study
3-82
9. Bus stop improvements;
10. On-site child care facilities;
11. Availability of electrical outlets for recharging of electric vehicles;
12. On-site amenities such as cafeterias and restaurants, automated teller machines
and other services that would eliminate the need for additional trips;
13. Airport shuttle service to hotels and spas;
14. Contributions to funds providing regional facilities such as park-and-ride lots,
multimodal transportation centers and transit alternatives in the area and/or payment to a Transit
Development Fee;
15. Incentives for mass transit usage including, without limitation, provision of a bus
pass, additional pay or flex-time;
16. Implementation of increased parking fees or new fees;
17. Restriction of business hours;
18. Restriction of delivery hours;
19. Providing a direct pedestrian path from the closest transit stop into the facility
and/or providing an on-site transit stop;
20. Contributing up to one dollar/square foot to a housing subsidy fund so that
affordable housing can be created closer to employer sites;
21. Developing rideshare and shuttle programs at resorts/hotels;
22. Creating a golf cart circulation, parking and charging system;
23. If an applicable development is on a current transit route, providing a transit stop
on-site if at all feasible), shelter, trash barrels, benches, shade and wind protection, and bus
turnouts;
24. If an applicable development is not located on a current transit route, contributing
to a fund which will be used to provide transit amenities;
25. Provisions for the implementation of bicycle lanes (on-site and off-site); and
26. Providing other creative or innovative strategies to reduce vehicle trips including
the dissemination of information about rideshare and transit services.
27. Development of an internal pedestrian circulation plan including painted
crosswalks at major pedestrian-motor vehicle conflict points. (Ord. 284 § 1 (Exh. A) (part),
1996)
9.180.060 TDM application.
A. Every application for a TDM plan approval shall be made in writing to the
community development director on the forms provided by the community development
department, shall be accompanied by a filing fee as set forth in Chapter 9.260 and shall include
the following information:
1. Name and address of the applicant;
2. The proposed TDM plan;
3. Such additional information as shall be required by the application form.
B. The community development director or the director's designee shall inform the
applicant within thirty days of receipt of the application whether the application is complete.
When the application is complete, the director shall take one of the following actions:
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 3 – Transportation Demand Management (TDM) Study
3-83
1. If the TDM plan is submitted in conjunction with application(s) for zone change,
general plan amendment, site development plan(s)/permit(s), submit the TDM plan to the
planning commission for its approval if associated with another development application; or
2. If subsection B1 of this section does not apply, the community development
director shall render a decision on the TDM plan in accordance with Section 9.180.070. (Ord.
284 § 1 (Exh. A) (part), 1996)
9.180.070 TDM review.
A. All applications for approval of TDM plans shall be approved, conditionally
approved or disapproved by action of the community development director or planning
commission, whichever is applicable, based upon the standards set forth in this chapter, within
thirty days after the application is found to be complete. A public hearing shall not be required
for any TDM plan application unless it accompanies another permit application(s) which requires
such a hearing. In this instance, the applicable time limits governing the requested approvals
shall be in effect.
B. The following findings must be made when a TDM plan is approved:
1. The TDM plan conforms to all of the requirements of this chapter, the city's
general plan, applicable specific plans, and with all applicable requirements of state law and the
ordinances of this city.
2. The TDM plan is reasonably calculated to provide a vehicle occupancy rate of 1.3
for the applicable development. (Ord. 284 § 1 (Exh. A) (part), 1996)
9.180.080 Appeals.
A. Director as Decision-Making Authority. An applicant or other aggrieved party
may appeal the decision of the community development director to the planning commission.
Within fifteen calendar days after the date of mailing of the director's decision, the applicant or
aggrieved party may appeal the decision in writing on forms provided by the community
development department. Upon receipt of a completed appeal, the director shall set the matter for
hearing before the planning commission not less than five calendar days nor more than thirty
calendar days thereafter, and shall give written notice of the hearing, by mail, to the applicant
and the appellant. The planning commission shall render its decision within thirty days following
the close of the hearing on the appeal.
B. Planning Commission as Decision-Making Authority. An applicant or other
aggrieved party may appeal the decision of the planning commission to the city council. Within
fifteen calendar days after the date of mailing of the planning commission's decision, the
applicant or aggrieved party may appeal the decision in writing on forms provided by the
community development department. Upon receipt of a completed appeal, the city clerk shall set
the matter for hearing before the city council not less than five calendar days nor more than thirty
calendar days thereafter, and shall give written notice of the hearing, by mail, to the applicant
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 3 – Transportation Demand Management (TDM) Study
3-84
and the appellant. The city council shall render its decision within thirty days following the close
of the hearing on the appeal. (Ord. 284 § 1 (Exh. A) (part), 1996)
9.180.090 Review for compliance.
A. The community development director (or designee) shall review an approved
TDM plan for compliance with this chapter if any complaints of noncompliance are received by
the city. In addition, the community development director shall annually review each of the
currently outstanding approved TDM plans for compliance with this chapter. After review of an
approved TDM plan, the community development director may require revision or resubmittal of
the plan upon his or her finding that one or more of the following conditions exist:
1. The property owner is not complying with the TDM plan or the terms and/or
approval conditions of the TDM plan;
2. The TDM plan has failed to comply with SCAQMD requirements and the goals
of this chapter to the level required by the TDM plan or its approval conditions; or
3. Approval of the TDM plan was obtained by fraud or perjured testimony.
B. In the event that the community development director determines that a TDM
plan must be resubmitted, the plan shall be resubmitted in accordance with the procedures
outlined in this chapter as a new submittal and the applicant shall pay the specified fee for
submittal. (Ord. 284 § 1 (Exh. A) (part), 1996)
9.180.100 Enforcement and penalties.
For purposes of ensuring that applicable developments comply with the provisions of this
chapter, the community development director shall, following written notice to the property
owner of an applicable development, initiate enforcement action or actions against such property
owner or designee which may include, without limitation, the following:
A. Withholding issuance of a building permit or occupancy permit;
B. Issuance of a stop work order; and/or
C. Any enforcement methods authorized by the municipal code. (Ord. 284 § 1 (Exh.
A) (part), 1996)
9.180.110 SCAQMD compliance.
Each property owner who has received approval of a TDM plan or who is exempt
pursuant to Section 9.180.040D shall submit to the community development department for
review copies of all plans and reports submitted to SCAQMD pursuant to Regulation XV, and all
approvals, enforcement letters, and other correspondence from SCAQMD regarding Regulation
XV conformance. The community development director shall cooperate with the SCAQMD in
enforcement actions initiated either by SCAQMD or the city. (Ord. 284 § 1 (Exh. A) (part),
1996)
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 3 – Transportation Demand Management (TDM) Study
3-85
Cathedral City Transit Development Fee Ordinance
Chapter 14.10 TRANSIT DEVELOPMENT FEE
14.10.010 Declaration of cause.
The city council finds that the preservation and protection of the health, safety and general welfare of the
residents of this city, and the public at large, require that bus turnouts be constructed in conjunction with all new
development on arterial and major highways in order to implement the goals and objectives of the circulation
element of the city of Cathedral City’s general plan. Steps must also be taken to mitigate the traffic impacts caused
by new development and in order to provide mass transportation. Certain transit facilities must be acquired and/or
constructed to assist in mass transportation, to wit: bus turnouts. Further, the costs associated with bus turnouts
should be shared by all new development along arterials and major highways. (Ord. 328 § 2 (part), 1991)
14.10.020 Definitions.
(a) “Arterial and Major Highways” means those highways listed as either Arterial or Major within the
Cathedral City General Plan.
(b) “Adjacent to” means any lot or parcel which has any property line or a portion of any property line
contiguous to any Arterial Highway or Major Highway, as defined herein.
(c) “Bus Turnout” means a bus stop/zone located in a recessed curb area on the street, separate from
moving lanes of traffic. The prescribed design criteria is outlined in the SunLine standard plan manual, which does
not include shelter land acquisition.
(d) “Cost” means, for purposes of this chapter, the financial requirement to construct the recessed curb
area, concrete landing, and added street appurtenances of a bus turnout, minus the financial requirement to construct
the normal street frontage. (Ord. 328 § 2 (part), 1991)
14.10.030 Fee.
A fee shall be imposed upon all permits for new construction and development and subdivision maps on or
adjacent to arterial and major highways as defined herein. This fee shall be adopted by City Council Resolution and
shall meet the following:
(a) The fee amount shall approximate the cost of construction of required bus turnouts, computed on
the basis of street front footage.
(b) Money collected through these fees shall be held in a designated transit development fund and,
along with any interest earnings on that account, shall be used solely as follows:
(1) To pay for the City’s future construction of bus turnouts, or to reimburse the City for those described or
listed facilities constructed by the City with funds advanced by the City from other sources, or
(2) To reimburse developers who have been required or permitted to install a bus turnout, or
(3) To pay or reimburse SunLine Transit Agency for its acquisition of and installation of bus turnout
facilities within the borders of the City.
(c) Periodically, and annually in conjunction with budget adoption, the City Council shall review the
transit development fund to determine if the anticipated revenue there from is deemed sufficient to accomplish the
construction of bus turnouts at needed intervals as determined by the City Engineer.
(d) The City Council, by Resolution, may adjust the fee periodically to assure adequate funding based
on current construction costs.
(e) The fee shall be collected prior to the issuance of building permits, and shall be placed into a fund
for the purposes specified herein. (Ord. 328 § 2 (part), 1991)
Washington Street & Highway 111 TSM/TDM Corridor Study
Chapter 3 – Transportation Demand Management (TDM) Study
3-86
14.10.040 Developer construction of facilities.
Whenever a developer is required, as a condition of approval of a development permit, to construct a bus
turnout, a credit against the fee which would otherwise be charged pursuant to this ordinance on the development
project shall be given. If the cost of building the bus turnout is less than the fee, the developer shall pay the
difference. If the cost of the bus turnout is greater than the fee, the city shall reimburse the developer, provided there
are sufficient unencumbered funds in the account. If there are not such funds, the city shall enter into a
reimbursement agreement with the developer for reimbursement when unencumbered funds are available. The
agreement shall be limited to a five-year period. (Ord. 328 § 2 (part), 1991)
14.10.050 Fee adjustments.
A developer of any project subject to the fee may apply to the city council for an adjustment to that fee, or a
waiver of that fee, based upon the absence of any reasonable relationship or nexus between the public transportation
impacts of that development and either the amount of the fee charged or the type of facilities to be financed. The
request shall be made in writing and filed with the city clerk and shall state the factual basis for the claim waiver,
reduction, or adjustment. The city council shall consider the request within sixty days after receipt by the city clerk.
The decision of the city council shall be final. Alternatively, a protest may be filed and pursued in accordance with
the provisions of Government Code Sections 66020 and 66021, whichever may be appropriate. (Ord. 542 § 7, 2001;
Ord. 328 § 2 (part), 1991)
Washington Street & Highway 111 TSM/TDM Corridor Study
Appendix
A-1
Appendix A
Project Development Team Membership
Project Team Staff
Washington Street & Highway 111 TSM/TDM Corridor Study
Appendix
A-2
Project Development Team
Tim Jonasson, City of La Quinta
Bryan McKinney, City of La Quinta
Nick Nickerson, City of La Quinta
Mark Greenwood, City of Palm Desert
Mark Diercks, City of Palm Desert
Lawrence Tai, County of Riverside
Mojahed Salama, County of Riverside
Alan Waggle, CVAG
Tim Wassil, City of Indian Wells
Tom Rafferty, City of Indio
J. Smith, City of Indio
Project Team Staff
Georgiena Vivian, VRPA Project Manager
Kerry Colvin, VRPA Team Member, TDM
Erik Ruehr, VRPA Team member, TSM
Jeff Stine, VRPA Support Staff
Jason Ellard, VRPA Support Staff
Matt Adolph, VRPA Support Staff
David Gallagher, VRPA Technician
Washington Street & Highway 111 TSM/TDM Corridor Study
Appendix
B-1
Appendix B
Existing Traffic Count Data
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
031 N
3138124TOTAL AM NOON PM AM NOON PM TOTAL
04 0 0 49 49
18 007 7
0 0 0 39 39
001
TURNING MOVEMENT COUNT
(Intersection Name)
130 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St04
Washington St / Ave 4700
43430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Ave 47
Ave 47
0
4 Washington St31381
0
0NOON00430NORTHBOUND APPROACH LANES2400009PMAMTOTAL8
0 NOON PMAMAve 47
4
00
09-6021-003
TOTAL 910011001WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
1
000
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
121 N
231175194TOTAL AM NOON PM AM NOON PM TOTAL
134 0 0 109 109
2 178 0 0 66 66
0 0 0 69 69
001
TURNING MOVEMENT COUNT
(Intersection Name)
131 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St050
Washington St / Miles Ave00
121430 PM
9/24/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Miles Ave
Miles Ave
0
50 Washington St231175
0
0NOON00 1210NORTHBOUND APPROACH LANES194000033PMAMTOTAL178
0 NOON PMAMMiles Ave
34
00
09-6040-002
TOTAL 33981981WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
200
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
132 N
1451064349TOTAL AM NOON PM AM NOON PM TOTAL
2 210 0 0 163 163
3 800 0 0 524 524
1 0 0 30 30
001
TURNING MOVEMENT COUNT
(Intersection Name)
231 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St0 351
Washington St / Fred Waring Dr00
45430 PM
9/24/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Fred Waring Dr
Fred Waring Dr
0
351 Washington St1451064
0
0NOON00450NORTHBOUND APPROACH LANES3490000294PMAMTOTAL800
0 NOON PMAMFred Waring Dr
210
00
09-6040-001
TOTAL 294829829WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
010 N
49079TOTAL AM NOON PM AM NOON PM TOTAL
121 0 0 78 78
2 134 0 0 61 61
0 000 0
001
TURNING MOVEMENT COUNT
(Intersection Name)
000 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Warner Trail00
Warner Trail / Miles Ave00
0330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Warner Trail/Miles Ave
Miles Ave
0
0 Warner Trail490
0
0NOON0000NORTHBOUND APPROACH LANES7900000PMAMTOTAL134
0 NOON PMAMMiles Ave
21
00
09-6021-039
TOTAL 000WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
000
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
010 N
20026TOTAL AM NOON PM AM NOON PM TOTAL
116 0 0 36 36
2 970 0 0 709 709
1 004 4
001
TURNING MOVEMENT COUNT
(Intersection Name)
010 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Palm Royale Dr023
Palm Royale Dr / Fred Waring Dr00
0330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Palm Royale Dr/Fred Waring Dr
Fred Waring Dr
0
23 Palm Royale Dr200
0
0NOON0000NORTHBOUND APPROACH LANES26000013PMAMTOTAL970
0 NOON PMAMFred Waring Dr
16
00
09-6021-038
TOTAL 1311WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
011 N
187256TOTAL AM NOON PM AM NOON PM TOTAL
161 0 0 52 52
2 1286 0 0 796 796
1 0 0 21 21
001
TURNING MOVEMENT COUNT
(Intersection Name)
110 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
10009-6021-037
TOTAL 414545TOTAL1286
0 NOON PMAMFred Waring Dr
61
00
NORTHBOUND APPROACH LANES56000041PMAM0NOON00290TMC Summary of Warner Trail/Fred Waring Dr
Fred Waring Dr
0
44 Warner Trail1872
0
430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
Warner Trail / Fred Waring Dr00
29Signalized Warner Trail044
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
132 N
145565164TOTAL AM NOON PM AM NOON PM TOTAL
2 103 0 0 120 120
2 736 0 0 519 519
1 0 0 142 142
001
TURNING MOVEMENT COUNT
(Intersection Name)
231 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Jefferson St0 132
Jefferson St / Fred Waring Dr00
212430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Jefferson St/Fred Waring Dr
Fred Waring Dr
0
132 Jefferson St145565
0
0NOON00 2120NORTHBOUND APPROACH LANES1640000131PMAMTOTAL736
0 NOON PMAMFred Waring Dr
103
00
09-6021-036
TOTAL 131448448WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
200
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
132 N
657666TOTAL AM NOON PM AM NOON PM TOTAL
1 127 0 0 11 11
223 0 0 16 16
0 009 9
001
TURNING MOVEMENT COUNT
(Intersection Name)
231 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Jefferson St0 126
Jefferson St / Miles Ave00
11430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Jefferson St/Miles Ave
Miles Ave
0
126 Jefferson St65766
0
0NOON00110NORTHBOUND APPROACH LANES6000070PMAMTOTAL23
0 NOON PMAMMiles Ave
127
00
09-6021-035
TOTAL 70671671WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
031 N
2280933TOTAL AM NOON PM AM NOON PM TOTAL
12 0 0 25 25
0.5 0 001 1
0.5 0 0 17 17
001
TURNING MOVEMENT COUNT
(Intersection Name)
130 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Jefferson St012
Jefferson St / Pebble Beach Dr00
25330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Jefferson St/Pebble Beach Dr
Pebble Beach Dr
0
12 Jefferson St22809
0
0NOON00250NORTHBOUND APPROACH LANES33000015PMAMTOTAL0
0 NOON PMAMPebble Beach Dr
2
00
09-6021-034
TOTAL 15761761WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
1
000
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
031 N
488072TOTAL AM NOON PM AM NOON PM TOTAL
142 004 4
111 0 0 10 10
0 005 5
001
TURNING MOVEMENT COUNT
(Intersection Name)
130 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Jefferson St053
Jefferson St / Westward Ho Dr00
7430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Jefferson St/Westward Ho Dr
Westward Ho Dr
0
53 Jefferson St48807
0
0NOON0070NORTHBOUND APPROACH LANES2000061PMAMTOTAL11
0 NOON PMAMWestward Ho Dr
42
00
09-6021-033
TOTAL 61733733WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
1
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
131 N
41509187TOTAL AM NOON PM AM NOON PM TOTAL
127 0 0 166 166
1 417 0 0 390 390
1 0 0 81 81
001
TURNING MOVEMENT COUNT
(Intersection Name)
231 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0.5
1.5
10009-6021-031
TOTAL 225518518TOTAL417
0 NOON PMAMAve 48
27
00
NORTHBOUND APPROACH LANES1870000225PMAM0NOON00800TMC Summary of Jefferson St/Ave 48
Ave 48
0
328 Jefferson St41509
0
330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
Jefferson St / Ave 4800
80Signalized Jefferson St0 328
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
000 N
000TOTAL AM NOON PM AM NOON PM TOTAL
00 000 0
2 854 0 0 723 723
0 0 0 99 99
001
TURNING MOVEMENT COUNT
(Intersection Name)
101 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Dune Palms Rd0 111
Dune Palms Rd / Fred Waring Dr00
122430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Dune Palms Rd/Fred Waring Dr
Fred Waring Dr
0
111 Dune Palms Rd00
0
0NOON00 1220NORTHBOUND APPROACH LANES00000109PMAMTOTAL854
0 NOON PMAMFred Waring Dr
0
00
09-6021-030
TOTAL 10900WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
021 N
241503TOTAL AM NOON PM AM NOON PM TOTAL
138 0 0 15 15
2 258 0 0 127 127
0 0 0 41 41
001
TURNING MOVEMENT COUNT
(Intersection Name)
120 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Dune Palms Rd063
Dune Palms Rd / Miles Ave00
47430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Dune Palms Rd/Miles Ave
Miles Ave
0
63 Dune Palms Rd24150
0
0NOON00470NORTHBOUND APPROACH LANES3000048PMAMTOTAL258
0 NOON PMAMMiles Ave
38
00
09-6021-029
TOTAL 48203203WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
111 N
820300TOTAL AM NOON PM AM NOON PM TOTAL
253 0 0 197 197
2 528 0 0 475 475
0 000 0
001
TURNING MOVEMENT COUNT
(Intersection Name)
000 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
10009-6021-027
TOTAL 000TOTAL528
0 NOON PMAMAve 48
53
00
NORTHBOUND APPROACH LANES30000000PMAM0NOON0000TMC Summary of Dune Palms Rd/Ave 48
Ave 48
0
0 Dune Palms Rd820
0
430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
Dune Palms Rd / Ave 4800
0Signalized Dune Palms Rd00
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
021 N
2734932TOTAL AM NOON PM AM NOON PM TOTAL
129 0 0 38 38
2 252 0 0 111 111
0 0 0 36 36
001
TURNING MOVEMENT COUNT
(Intersection Name)
120 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Adams St093
Adams St / Miles Ave00
60330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Adams St/Miles Ave
Miles Ave
0
93 Adams St27349
0
0NOON00600NORTHBOUND APPROACH LANES32000063PMAMTOTAL252
0 NOON PMAMMiles Ave
29
00
09-6021-025
TOTAL 63377377WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
021 N
048169TOTAL AM NOON PM AM NOON PM TOTAL
00 0 0 38 38
00 000 0
0 0 0 69 69
001
TURNING MOVEMENT COUNT
(Intersection Name)
020 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Adams St00
Adams St / Westward Ho Dr00
102430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Adams St/Westward Ho Dr
Westward Ho Dr
0
0 Adams St0481
0
0NOON00 1020NORTHBOUND APPROACH LANES6900000PMAMTOTAL0
0 NOON PMAMWestward Ho Dr
0
00
09-6021-024
TOTAL 0509509WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
0
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
1 0.5 1.5 N
15840299TOTAL AM NOON PM AM NOON PM TOTAL
198 0 0 208 208
2 307 0 0 282 282
0 006 6
001
TURNING MOVEMENT COUNT
(Intersection Name)
020 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Adams St011
Adams St / Ave 4800
23330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Adams St/Ave 48
Ave 48
0
11 Adams St15840
0
0NOON00230NORTHBOUND APPROACH LANES299000012PMAMTOTAL307
0 NOON PMAMAve 48
98
00
09-6021-022
TOTAL 125656WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
000 N
000TOTAL AM NOON PM AM NOON PM TOTAL
00 000 0
3 553 0 0 486 486
1 0 0 62 62
001
TURNING MOVEMENT COUNT
(Intersection Name)
201 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized I-10 WB on & off Ramps0 242
I-10 WB on & off Ramps / Varner Rd00
85430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of I-10 WB on & off Ramps/Varner Rd
Varner Rd
0
242 I-10 WB on & off Ramps00
0
0NOON00850NORTHBOUND APPROACH LANES00000872PMAMTOTAL553
0 NOON PMAMVarner Rd
0
00
09-6021-021
TOTAL 87200WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
200
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
111 N
4335125TOTAL AM NOON PM AM NOON PM TOTAL
160 0 0 153 153
2 1087 0 0 879 879
1 0 0 154 154
001
TURNING MOVEMENT COUNT
(Intersection Name)
110 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized La Quinta Dr0 150
La Quinta Dr / SR-11100
121330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of La Quinta Dr/SR-111
SR-111
0
150 La Quinta Dr4335
0
0NOON00 1210NORTHBOUND APPROACH LANES1250000147PMAMTOTAL1087
0 NOON PMAMSR-111
60
00
09-6021-019
TOTAL 1472424WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
010 N
422236TOTAL AM NOON PM AM NOON PM TOTAL
144 0 0 64 64
2 1190 0 0 908 908
1 0 0 100 100
001
TURNING MOVEMENT COUNT
(Intersection Name)
010 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized La Quinta Ctr056
La Quinta Ctr / SR-11100
88330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of La Quinta Ctr/SR-111
SR-111
0
56 La Quinta Ctr4222
0
0NOON00880NORTHBOUND APPROACH LANES36000067PMAMTOTAL1190
0 NOON PMAMSR-111
44
00
09-6021-018
TOTAL 671919WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
3
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
001 N
2121155TOTAL AM NOON PM AM NOON PM TOTAL
168 0 0 54 54
3 1075 0 0 887 887
0 0 0 59 59
001
TURNING MOVEMENT COUNT
(Intersection Name)
0.5 1 0.5 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
3
10009-6021-017
TOTAL 732222TOTAL1075
0 NOON PMAMSR-111
68
00
NORTHBOUND APPROACH LANES155000073PMAM0NOON00680TMC Summary of Simon Dr/SR-111
SR-111
0
51 Simon Dr2121
0
330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
Simon Dr / SR-11100
68Signalized Simon Dr051
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
0.5 0.5 1 N
531146TOTAL AM NOON PM AM NOON PM TOTAL
153 0 0 26 26
2 1250 0 0 817 817
1 0 0 35 35
001
TURNING MOVEMENT COUNT
(Intersection Name)
1 0.5 0.5 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Channel Dr060
Channel Dr / SR-11100
43430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Channel Dr/SR-111
SR-111
0
60 Channel Dr5311
0
0NOON00430NORTHBOUND APPROACH LANES46000059PMAMTOTAL1250
0 NOON PMAMSR-111
53
00
09-6021-016
TOTAL 5955WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
110 N
406TOTAL AM NOON PM AM NOON PM TOTAL
14 006 6
2 1297 0 0 906 906
1 0 0 25 25
001
TURNING MOVEMENT COUNT
(Intersection Name)
010 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
10009-6021-015
TOTAL 1300TOTAL1297
0 NOON PMAMSR-111
4
00
NORTHBOUND APPROACH LANES6000013PMAM0NOON00180TMC Summary of Mountain Cove Dr/SR-111
SR-111
0
23 Mountain Cove Dr40
0
330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
Mountain Cove Dr / SR-11100
18Signalized Mountain Cove Dr023
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
111 N
91132TOTAL AM NOON PM AM NOON PM TOTAL
1 124 007 7
2 1276 0 0 878 878
1 0 0 45 45
001
TURNING MOVEMENT COUNT
(Intersection Name)
111 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
1
2
10009-6021-014
TOTAL 302626TOTAL1276
0 NOON PMAMSR-111
124
00
NORTHBOUND APPROACH LANES2000030PMAM0NOON00460TMC Summary of Miles Ave/SR-111
SR-111
0
37 Miles Ave9113
0
330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
Miles Ave / SR-11100
46Signalized Miles Ave037
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
132 N
5041025168TOTAL AM NOON PM AM NOON PM TOTAL
2 488 0 0 171 171
2 348 0 0 191 191
0 0 0 59 59
001
TURNING MOVEMENT COUNT
(Intersection Name)
230 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St0 129
Washington St / Country Club Dr00
22430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Country Club Dr
Country Club Dr
0
129 Washington St5041025
0
0NOON00220NORTHBOUND APPROACH LANES1680000201PMAMTOTAL348
0 NOON PMAMCountry Club Dr
488
00
09-6021-011
TOTAL 201913913WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
3
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
031 N
21113722TOTAL AM NOON PM AM NOON PM TOTAL
128 008 8
16 002 2
0 0 0 17 17
001
TURNING MOVEMENT COUNT
(Intersection Name)
130 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St0 238
Washington St / Harris Lane00
17430 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Harris Lane
Harris Lane
0
238 Washington St211137
0
0NOON00170NORTHBOUND APPROACH LANES22000083PMAMTOTAL6
0 NOON PMAMHarris Lane
28
00
09-6021-010
TOTAL 8311561156WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
1
000
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
031 N
0136032TOTAL AM NOON PM AM NOON PM TOTAL
00 0 0 51 51
00 000 0
0 0 0 11 11
001
TURNING MOVEMENT COUNT
(Intersection Name)
030 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
1-Way Stop Sign (WB)Washington St00
Washington St / 41st Ave00
41400 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/41st Ave
41st Ave
0
0 Washington St01360
0
0NOON00410NORTHBOUND APPROACH LANES3200000PMAMTOTAL0
0 NOON PMAM41st Ave
0
00
09-6021-009
TOTAL 012461246WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
1
000
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
131 N
148998119TOTAL AM NOON PM AM NOON PM TOTAL
1 235 0 0 75 75
2 301 0 0 184 184
0 0 0 275 275
001
TURNING MOVEMENT COUNT
(Intersection Name)
131 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St0 218
Washington St / 42nd Ave00
173330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/42nd Ave
42nd Ave
0
218 Washington St148998
0
0NOON00 1730NORTHBOUND APPROACH LANES1190000170PMAMTOTAL301
0 NOON PMAM42nd Ave
235
00
09-6021-008
TOTAL 17010421042WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
2
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
031 N
43133549TOTAL AM NOON PM AM NOON PM TOTAL
0.5 69 0 0 27 27
0.5 19 0 0 38 38
1 0 0 109 109
001
TURNING MOVEMENT COUNT
(Intersection Name)
130 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St0 111
Washington St / Ave of the States00
84330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Ave of the States
Ave of the States
0
111 Washington St431335
0
0NOON00840NORTHBOUND APPROACH LANES490000162PMAMTOTAL19
0 NOON PMAMAve of the States
69
00
09-6021-007
TOTAL 16212351235WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0
1
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
032 N
141424102TOTAL AM NOON PM AM NOON PM TOTAL
113 0 0 187 187
10 001 1
1 0 0 20 20
001
TURNING MOVEMENT COUNT
(Intersection Name)
131 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St010
Washington St / Palm Royale00
28330 PM
5/7/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Palm Royale
Palm Royale
0
10 Washington St141424
0
0NOON00280NORTHBOUND APPROACH LANES10200006PMAMTOTAL0
0 NOON PMAMPalm Royale
13
00
09-6021-006
TOTAL 612371237WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
0.5
0.5
100
COUNT PERIODS
Intersection Turning Movement
Prepared by:
National Data & Surveying Services
Project #:
031 N
751065160TOTAL AM NOON PM AM NOON PM TOTAL
069 0 0 214 214
125 0 0 22 22
0 0 0 69 69
001
TURNING MOVEMENT COUNT
(Intersection Name)
130 Thursday
Day
am -
noon -
pm 3:30 PM -
AM PEAK HOUR
CONTROL:
NOON PEAK HOUR
PM PEAK HOUR
Signalized Washington St0 138
Washington St / Channel Dr00
9430 PM
9/24/09
0 AM
0 AM
Date
5:30 PM
TMC Summary of Washington St/Channel Dr
Channel Dr
0
138 Washington St751065
0
0NOON0090NORTHBOUND APPROACH LANES160000062PMAMTOTAL25
0 NOON PMAMChannel Dr
69
00
09-6040-003
TOTAL 62863863WESTBOUND APPROACH LANESEASTBOUND APPROACH LANESSOUTHBOUND APPROACH LANES
.5
.5
100
COUNT PERIODS
Washington Street & Highway 111 TSM/TDM Corridor Study
Appendix
C-1
Appendix C
Existing Pedestrian Count Data
Washington Street & Highway 111 TSM/TDM Corridor Study
Appendix
D-1
Appendix D
Intersection LOS Worksheets
Existing 2009 PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 200 200 0 300 200 300 150
Storage Lanes 1 1 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99 0.98 0.97
Frt 0.850 0.955 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3324 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1532 1752 3324 0 3400 5036 1529 3400 5036 1528
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 331 113 122 65
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2632 1220 1091 2684
Travel Time (s) 59.8 27.7 24.8 61.0
Volume (vph) 27 417 328 81 390 166 225 518 80 187 509 41
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.90 0.90 0.90 0.86 0.86 0.86 0.83 0.83 0.83
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 42 650 512 118 568 242 343 789 122 295 803 65
Lane Group Flow (vph) 42 650 512 118 810 0 343 789 122 295 803 65
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 21.0 21.0 10.0 22.0 0.0 12.0 18.0 18.0 11.0 17.0 17.0
Total Split (%) 15.0% 35.0% 35.0% 16.7% 36.7% 0.0% 20.0% 30.0% 30.0% 18.3% 28.3% 28.3%
Maximum Green (s) 4.0 16.0 16.0 5.0 17.0 7.0 13.0 13.0 6.0 12.0 12.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None None Max Max
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 5.0 15.9 15.9 6.0 20.0 8.1 14.2 14.2 7.1 13.2 13.2
Actuated g/C Ratio 0.08 0.28 0.28 0.10 0.35 0.14 0.25 0.25 0.12 0.23 0.23
v/c Ratio 0.30 0.67 0.77 0.66 0.65 0.71 0.63 0.26 0.70 0.69 0.16
Control Delay 32.8 22.5 16.9 46.9 16.8 34.6 22.6 6.2 36.0 24.5 7.3
Existing 2009 PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 32.8 22.5 16.9 46.9 16.8 34.6 22.6 6.2 36.0 24.5 7.3
LOS CCBDB CCADCA
Approach Delay 20.4 20.7 24.3 26.5
Approach LOS CCCC
Queue Length 50th (ft) 15 107 53 42 87 62 95 0 54 99 0
Queue Length 95th (ft) 38 144 #133 #111 178 #108 124 31 #91 124 22
Internal Link Dist (ft) 2552 1140 1011 2604
Turn Bay Length (ft) 200 200 200 300 200 300 150
Base Capacity (vph) 142 1033 685 179 1303 484 1256 473 424 1166 404
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.30 0.63 0.75 0.66 0.62 0.71 0.63 0.26 0.70 0.69 0.16
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 56.9
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 23.1 Intersection LOS: C
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Avenue 48 & Jefferson Street
Existing 2009 PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 100 225 100 200 100 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.98 0.98 0.98
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1532 3400 5036 1532 3400 5036 1532 3400 5036 1532
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 192 187 188 201
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1265 1319 2632 886
Travel Time (s) 28.8 30.0 59.8 20.1
Volume (vph) 103 736 132 142 519 120 131 448 212 164 565 145
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.90 0.90 0.90 0.84 0.84 0.84 0.92 0.92 0.92 0.91 0.91 0.91
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 150 1071 192 221 809 187 187 638 302 236 813 209
Lane Group Flow (vph) 150 1071 192 221 809 187 187 638 302 236 813 209
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (%) 15.0% 35.0% 35.0% 15.0% 35.0% 35.0% 15.0% 35.0% 35.0% 15.0% 35.0% 35.0%
Maximum Green (s) 4.0 16.0 16.0 4.0 16.0 16.0 4.0 16.0 16.0 4.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max None Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 5.0 16.7 16.7 5.0 18.5 18.5 5.0 17.0 17.0 5.0 17.0 17.0
Actuated g/C Ratio 0.08 0.28 0.28 0.08 0.31 0.31 0.08 0.28 0.28 0.08 0.28 0.28
v/c Ratio 0.54 0.76 0.34 0.78 0.52 0.31 0.66 0.44 0.53 0.83 0.57 0.36
Control Delay 34.3 23.8 5.0 48.1 19.0 4.8 39.6 18.8 11.1 53.9 20.1 5.4
Existing 2009 PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.3 23.8 5.0 48.1 19.0 4.8 39.6 18.8 11.1 53.9 20.1 5.4
LOS CCADBADBBDCA
Approach Delay 22.4 22.1 20.2 24.0
Approach LOS CCCC
Queue Length 50th (ft) 27 128 0 41 90 0 35 68 32 44 91 2
Queue Length 95th (ft) 52 171 40 #81 115 32 #73 98 94 #99 126 44
Internal Link Dist (ft) 1185 1239 2552 806
Turn Bay Length (ft) 225 100 225 100 200 100 200 100
Base Capacity (vph) 277 1427 572 285 1563 604 285 1434 571 285 1434 580
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.54 0.75 0.34 0.78 0.52 0.31 0.66 0.44 0.53 0.83 0.57 0.36
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 59.7
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 22.2 Intersection LOS: C
Intersection Capacity Utilization 56.7% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 6: Fred Waring Drive & Jefferson Street
Existing 2009 PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 5
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 0 0 200
Storage Lanes 1 0 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 0.97 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor 0.99
Frt 0.850 0.973
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 1568 4875 0 1752 5036
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 1568 4875 0 1752 5036
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 202 65
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2592 902 2717
Travel Time (s) 58.9 20.5 61.8
Volume (vph) 518 186 1428 309 350 1417
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 563 202 1552 336 380 1540
Lane Group Flow (vph) 563 202 1888 0 380 1540
Turn Type Prot Prot
Protected Phases 4 4 2 1 6
Permitted Phases
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 42.0 0.0 27.0 69.0
Total Split (%) 23.3% 23.3% 46.7% 0.0% 30.0% 76.7%
Maximum Green (s) 16.0 16.0 37.0 22.0 64.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 17.0 17.0 38.9 22.1 65.0
Actuated g/C Ratio 0.19 0.19 0.43 0.25 0.72
v/c Ratio 0.88 0.44 0.88 0.88 0.42
Control Delay 52.1 8.1 28.9 56.0 5.4
Existing 2009 PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 6
Lane Group WBL WBR NBT NBR SBL SBT
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 52.1 8.1 28.9 56.0 5.4
LOS D A C E A
Approach Delay 40.5 28.9 15.4
Approach LOS D C B
Queue Length 50th (ft) 161 0 346 205 107
Queue Length 95th (ft) #251 57 #423 #360 130
Internal Link Dist (ft) 2512 822 2637
Turn Bay Length (ft) 225 200
Base Capacity (vph) 642 460 2146 444 3638
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.88 0.44 0.88 0.86 0.42
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.88
Intersection Signal Delay: 25.2 Intersection LOS: C
Intersection Capacity Utilization 78.8% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: Avenue 48 & Washington Street
Existing 2009 PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 1000 150 150 200 125 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1526 3400 5036 1526 3400 5036 1526 3400 5036 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 317 233 58 129
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2635 1603 3324 2303
Travel Time (s) 59.9 36.4 75.5 52.3
Volume (vph) 275 1048 459 39 686 214 385 1086 59 457 1394 190
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 299 1139 499 42 746 233 418 1180 64 497 1515 207
Lane Group Flow (vph) 299 1139 499 42 746 233 418 1180 64 497 1515 207
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 12.0 24.0 24.0 9.0 21.0 21.0 15.0 29.0 29.0 18.0 32.0 32.0
Total Split (%) 15.0% 30.0% 30.0% 11.3% 26.3% 26.3% 18.8% 36.3% 36.3% 22.5% 40.0% 40.0%
Maximum Green (s) 7.0 19.0 19.0 4.0 16.0 16.0 10.0 24.0 24.0 13.0 27.0 27.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 8.0 23.6 23.6 5.0 17.0 17.0 11.0 25.0 25.0 14.0 28.0 28.0
Actuated g/C Ratio 0.10 0.30 0.30 0.06 0.21 0.21 0.14 0.31 0.31 0.18 0.35 0.35
v/c Ratio 0.88 0.77 0.74 0.20 0.70 0.46 0.89 0.75 0.12 0.84 0.86 0.33
Control Delay 63.6 31.3 18.2 57.5 15.3 4.4 68.7 8.6 0.4 29.7 34.3 15.5
Existing 2009 PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 63.6 31.3 18.2 57.5 15.3 4.4 68.7 8.6 0.4 29.7 34.3 15.5
LOS ECBEBAEAACCB
Approach Delay 32.9 14.5 23.4 31.5
Approach LOS C B C C
Queue Length 50th (ft) 77 202 82 9 128 50 118 31 0 101 274 64
Queue Length 95th (ft) #147 #282 #251 m23 35 6 m#161 42 m1 #193 354 143
Internal Link Dist (ft) 2555 1523 3244 2223
Turn Bay Length (ft) 400 1000 150 150 200 125 200 100
Base Capacity (vph) 340 1486 673 213 1070 508 468 1574 517 595 1763 618
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.88 0.77 0.74 0.20 0.70 0.46 0.89 0.75 0.12 0.84 0.86 0.33
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 7 (9%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 27.4 Intersection LOS: C
Intersection Capacity Utilization 74.8% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Fred Waring Drive & Washington Street
Existing 2009 PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 200 0 300 250 175 200
Storage Lanes 2 1 2 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.850 0.971 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3505 1568 3400 3384 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3505 1522 3400 3384 0 3400 5036 1522 3400 5036 1522
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 427 31 149 175
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 840 1276 2684 2668
Travel Time (s) 19.1 29.0 61.0 60.6
Volume (vph) 232 958 393 92 888 213 344 398 137 386 508 161
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 252 1041 427 100 965 232 374 433 149 420 552 175
Lane Group Flow (vph) 252 1041 427 100 1197 0 374 433 149 420 552 175
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 32.0 32.0 21.0 32.0 0.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 22.1% 33.7% 33.7% 22.1% 33.7% 0.0% 22.1% 22.1% 22.1% 22.1% 22.1% 22.1%
Maximum Green (s) 16.0 27.0 27.0 16.0 27.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 000000
Act Effct Green (s) 13.1 38.2 38.2 9.0 31.9 15.5 18.0 18.0 16.0 18.5 18.5
Actuated g/C Ratio 0.14 0.40 0.40 0.09 0.34 0.16 0.19 0.19 0.17 0.19 0.19
v/c Ratio 0.54 0.74 0.49 0.31 1.03 0.67 0.45 0.36 0.73 0.56 0.40
Control Delay 42.1 29.3 4.4 42.2 67.8 43.7 36.2 8.6 45.7 37.6 8.5
Existing 2009 PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 42.1 29.3 4.4 42.2 67.8 43.7 36.2 8.6 45.7 37.6 8.5
LOS DCADE DDADDA
Approach Delay 25.0 65.8 34.9 36.1
Approach LOS C E C D
Queue Length 50th (ft) 74 286 0 29 ~403 109 86 0 123 112 0
Queue Length 95th (ft) 108 382 61 53 #580 155 120 52 174 151 55
Internal Link Dist (ft) 760 1196 2604 2588
Turn Bay Length (ft) 250 200 300 250 175 200
Base Capacity (vph) 608 1408 867 608 1157 608 954 409 608 981 437
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.41 0.74 0.49 0.16 1.03 0.62 0.45 0.36 0.69 0.56 0.40
Intersection Summary
Area Type: Other
Cycle Length: 95
Actuated Cycle Length: 95
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 95
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.03
Intersection Signal Delay: 39.7 Intersection LOS: D
Intersection Capacity Utilization 75.8% ICU Level of Service D
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 13: SR-111 & Jefferson Street
Existing 2009 PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 11
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1580 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850
Storage Length (ft) 350 225 550 0 450 175 225 0
Storage Lanes 2 1 2 0 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 0.99 0.97 1.00
Frt 0.850 0.947 0.850 0.988
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 2827 4903 1527 3310 4600 0 3310 4903 1527 3310 4834 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 2827 4903 1486 3310 4600 0 3310 4903 1486 3310 4834 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 379 183 126 17
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 930 1266 2658 671
Travel Time (s) 21.1 28.8 60.4 15.3
Volume (vph) 209 1089 493 155 735 402 364 703 116 497 934 84
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 227 1184 536 168 799 437 396 764 126 540 1015 91
Lane Group Flow (vph) 227 1184 536 168 1236 0 396 764 126 540 1106 0
Turn Type Prot Perm Prot Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2
Detector Phases 74438 52216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 13.0 22.0 22.0 21.0 30.0 0.0 14.0 21.0 21.0 16.0 23.0 0.0
Total Split (%) 16.3% 27.5% 27.5% 26.3% 37.5% 0.0% 17.5% 26.3% 26.3% 20.0% 28.8% 0.0%
Maximum Green (s) 8.0 17.0 17.0 16.0 25.0 9.0 16.0 16.0 11.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000 00 0
Act Effct Green (s) 9.0 24.5 24.5 10.5 26.0 10.0 17.0 17.0 12.0 19.0
Actuated g/C Ratio 0.11 0.31 0.31 0.13 0.32 0.12 0.21 0.21 0.15 0.24
v/c Ratio 0.71 0.79 0.75 0.39 0.76 0.96 0.73 0.30 1.09 0.95
Control Delay 40.2 23.0 16.5 23.5 19.7 71.7 34.2 7.6 89.5 37.8
Existing 2009 PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 12
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 40.2 23.0 16.5 23.5 19.7 71.7 34.2 7.6 89.5 37.8
LOS D C B C B E C A F D
Approach Delay 23.2 20.1 43.2 54.8
Approach LOS CCDD
Queue Length 50th (ft) 51 209 181 27 173 103 131 0 ~149 201
Queue Length 95th (ft) m60 m#267 m230 55 193 #189 173 42 m#245 #293
Internal Link Dist (ft) 850 1186 2578 591
Turn Bay Length (ft) 350 225 550 450 175 225
Base Capacity (vph) 318 1500 718 703 1619 414 1042 415 497 1161
Starvation Cap Reductn 00000 00000
Spillback Cap Reductn 00000 00000
Storage Cap Reductn 00000 00000
Reduced v/c Ratio 0.71 0.79 0.75 0.24 0.76 0.96 0.73 0.30 1.09 0.95
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 8 (10%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.09
Intersection Signal Delay: 34.9 Intersection LOS: C
Intersection Capacity Utilization 75.9% ICU Level of Service D
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 14: SR-111 & Washington Street
Existing 2009 PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 150 150 0 0 125 0
Storage Lanes 1 0 1 1 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 1.00 0.98 0.99 0.98
Frt 0.995 0.850 0.966 0.850
Flt Protected 0.950 0.950 0.993 0.950 0.963
Satd. Flow (prot) 1752 3483 0 1752 3505 1568 0 1748 0 1665 1688 1568
Flt Permitted 0.950 0.950 0.993 0.950 0.963
Satd. Flow (perm) 1752 3483 0 1752 3505 1532 0 1748 0 1665 1688 1532
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 6 296 22 223
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2592 2628 875 3025
Travel Time (s) 58.9 59.7 19.9 68.8
Volume (vph) 98 307 11 6 282 208 12 56 23 299 40 158
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.84 0.84 0.84 0.93 0.93 0.93
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 134 419 15 9 402 296 19 87 36 421 56 223
Lane Group Flow (vph) 134 434 0 9 402 296 0 142 0 233 244 223
Turn Type Prot Prot Perm Split Split Perm
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 8 1
Detector Phases 7 4 38822 111
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 9.0 21.0 21.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 21.0 9.0 9.0 0.0 21.0 21.0 21.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 35.0% 15.0% 15.0% 0.0% 35.0% 35.0% 35.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 16.0 4.0 4.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 5.0 20.5 5.0 13.2 13.2 5.0 17.0 17.0 17.0
Actuated g/C Ratio 0.09 0.36 0.08 0.23 0.23 0.09 0.30 0.30 0.30
v/c Ratio 0.86 0.34 0.07 0.49 0.51 0.81 0.46 0.48 0.36
Control Delay 75.2 14.3 28.1 20.6 6.0 59.3 20.4 20.7 4.8
Existing 2009 PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 14
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 75.2 14.3 28.1 20.6 6.0 59.3 20.4 20.7 4.8
LOS EB CCA E CCA
Approach Delay 28.7 14.6 59.3 15.5
Approach LOS C B E B
Queue Length 50th (ft) 46 50 3 61 0 41 66 69 0
Queue Length 95th (ft) #141 102 15 96 48 #122 134 142 43
Internal Link Dist (ft) 2512 2548 795 2945
Turn Bay Length (ft) 200 150 150 125
Base Capacity (vph) 156 1274 138 993 646 176 504 511 619
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.86 0.34 0.07 0.40 0.46 0.81 0.46 0.48 0.36
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 56.3
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 21.7 Intersection LOS: C
Intersection Capacity Utilization 47.1% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 17: Avenue 48 & Adams Street
Existing 2009 PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 15
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 100 0 100 0 100 100
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 1.00 0.98 0.98
Frt 0.850 0.988 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3451 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1529 1752 3451 0 1752 1845 1529 1752 1845 1529
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 151 12 110 24
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1822 2648 2644 683
Travel Time (s) 41.4 60.2 60.1 15.5
Volume (vph) 11 489 139 112 614 52 280 101 101 122 118 22
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 12 532 151 122 667 57 304 110 110 133 128 24
Lane Group Flow (vph) 12 532 151 122 724 0 304 110 110 133 128 24
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 21.0 21.0 9.0 21.0 0.0 18.0 25.0 25.0 15.0 22.0 22.0
Total Split (%) 12.9% 30.0% 30.0% 12.9% 30.0% 0.0% 25.7% 35.7% 35.7% 21.4% 31.4% 31.4%
Maximum Green (s) 4.0 16.0 16.0 4.0 16.0 13.0 20.0 20.0 10.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 5.0 18.0 18.0 5.1 25.5 13.4 14.1 14.1 9.7 10.5 10.5
Actuated g/C Ratio 0.07 0.30 0.30 0.08 0.42 0.22 0.23 0.23 0.16 0.17 0.17
v/c Ratio 0.09 0.51 0.27 0.83 0.50 0.78 0.25 0.25 0.49 0.41 0.09
Control Delay 31.8 21.5 5.5 74.8 17.4 40.3 21.6 6.4 31.0 27.2 10.3
Existing 2009 PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 16
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 31.8 21.5 5.5 74.8 17.4 40.3 21.6 6.4 31.0 27.2 10.3
LOS CCAEB DCACCB
Approach Delay 18.2 25.7 29.2 27.6
Approach LOS B C C C
Queue Length 50th (ft) 4 91 0 47 100 109 35 0 46 44 0
Queue Length 95th (ft) 19 146 39 #143 #227 #244 72 33 98 88 17
Internal Link Dist (ft) 1742 2568 2564 603
Turn Bay Length (ft) 100 100 100 100 100 100
Base Capacity (vph) 131 1043 561 147 1462 405 580 556 302 474 411
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.09 0.51 0.27 0.83 0.50 0.75 0.19 0.20 0.44 0.27 0.06
Intersection Summary
Area Type: Other
Cycle Length: 70
Actuated Cycle Length: 60.4
Natural Cycle: 70
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 24.5 Intersection LOS: C
Intersection Capacity Utilization 54.2% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: Fred Waring Drive & Adams Street
Existing 2009 PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 17
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 200 400 150 150 150 150 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.98 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1526 3400 5036 1534 3400 3505 1525 3400 3505 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 204 148 58 161
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1285 1329 3025 2276
Travel Time (s) 29.2 30.2 68.8 51.7
Volume (vph) 203 1149 188 118 984 136 176 280 53 262 328 148
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 221 1249 204 128 1070 148 191 304 58 285 357 161
Lane Group Flow (vph) 221 1249 204 128 1070 148 191 304 58 285 357 161
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 21.0 21.0
Total Split (s) 15.0 32.0 32.0 12.0 29.0 29.0 14.0 19.0 19.0 17.0 22.0 22.0
Total Split (%) 18.8% 40.0% 40.0% 15.0% 36.3% 36.3% 17.5% 23.8% 23.8% 21.3% 27.5% 27.5%
Maximum Green (s) 10.0 27.0 27.0 7.0 24.0 24.0 9.0 14.0 14.0 12.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 10.2 30.4 30.4 7.8 25.8 25.8 9.5 16.0 16.0 12.0 18.5 18.5
Actuated g/C Ratio 0.13 0.38 0.38 0.10 0.32 0.32 0.12 0.20 0.20 0.15 0.23 0.23
v/c Ratio 0.51 0.65 0.29 0.39 0.66 0.25 0.47 0.43 0.16 0.56 0.44 0.34
Control Delay 30.1 14.4 5.6 47.7 14.1 2.9 36.9 30.7 9.5 35.9 28.6 6.8
Existing 2009 PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 18
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 30.1 14.4 5.6 47.7 14.1 2.9 36.9 30.7 9.5 35.9 28.6 6.8
LOS CBADBADCADCA
Approach Delay 15.4 16.1 30.6 26.8
Approach LOS B B C C
Queue Length 50th (ft) 32 223 39 28 181 15 46 71 0 68 81 0
Queue Length 95th (ft) m58 272 m52 m39 203 m17 78 110 30 105 122 46
Internal Link Dist (ft) 1205 1249 2945 2196
Turn Bay Length (ft) 575 200 400 150 150 150 150 150
Base Capacity (vph) 468 1914 707 340 1622 594 425 702 352 553 809 476
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.47 0.65 0.29 0.38 0.66 0.25 0.45 0.43 0.16 0.52 0.44 0.34
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 59 (74%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.66
Intersection Signal Delay: 19.6 Intersection LOS: B
Intersection Capacity Utilization 59.7% ICU Level of Service B
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 19: SR-111 & Adams Street
Existing 2009 PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 275 0 150 0 0 0 150 0
Storage Lanes 2 0 1 0 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 0.97 1.00 1.00
Ped Bike Factor 0.99 0.97
Frt 0.956 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1524
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 119 113
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2628 2632 570 2692
Travel Time (s) 59.7 59.8 13.0 61.2
Volume (vph) 53 528 0 0 475 197 0 0 0 300 0 82
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.95 0.95 0.95 0.92 0.92 0.92 0.92 0.92 0.92 0.95 0.95 0.95
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 73 728 0 0 676 281 0 0 0 414 0 113
Lane Group Flow (vph) 73 728 0 0 957 00004140113
Turn Type Prot Prot Split Prot custom
Protected Phases 7 4 3 8 2 2 1
Permitted Phases 1
Detector Phases 7 4 3 8 2 2 1 1
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 26.0 0.0 9.0 26.0 0.0 10.0 10.0 0.0 15.0 0.0 15.0
Total Split (%) 15.0% 43.3% 0.0% 15.0% 43.3% 0.0% 16.7% 16.7% 0.0% 25.0% 0.0% 25.0%
Maximum Green (s) 4.0 21.0 4.0 21.0 5.0 5.0 10.0 10.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 5.1 21.6 17.2 10.3 10.3
Actuated g/C Ratio 0.12 0.53 0.42 0.25 0.25
v/c Ratio 0.19 0.39 0.65 0.48 0.24
Control Delay 21.4 5.7 11.0 17.2 5.9
Existing 2009 PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 21.4 5.7 11.0 17.2 5.9
LOS C A B B A
Approach Delay 7.1 11.0
Approach LOS A B
Queue Length 50th (ft) 9 43 91 51 0
Queue Length 95th (ft) 25 66 141 91 30
Internal Link Dist (ft) 2548 2552 490 2612
Turn Bay Length (ft) 275 150
Base Capacity (vph) 393 2096 1705 949 507
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.19 0.35 0.56 0.44 0.22
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 40.6
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 10.5 Intersection LOS: B
Intersection Capacity Utilization 54.3% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 22: Avenue 48 & Dune Palms Road
Existing 2009 PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 21
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 150 0 0
Storage Lanes 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0000
Turning Speed (mph) 9 15 15 9
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Ped Bike Factor 1.00 0.97
Frt 0.983 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3435 0 1752 3505 1752 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3435 0 1752 3505 1752 1528
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 26 205
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2648 1375 2640
Travel Time (s) 60.2 31.3 60.0
Volume (vph) 854 111 99 723 109 122
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.80 0.80 0.78 0.78
Growth Factor 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 1332 173 162 1184 183 205
Lane Group Flow (vph) 1505 0 162 1184 183 205
Turn Type Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 2
Detector Phases 4 3822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 9.0 21.0 21.0 21.0
Total Split (s) 41.0 0.0 13.0 54.0 21.0 21.0
Total Split (%) 54.7% 0.0% 17.3% 72.0% 28.0% 28.0%
Maximum Green (s) 36.0 8.0 49.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode Max None Max None None
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 37.1 9.0 50.1 13.2 13.2
Actuated g/C Ratio 0.52 0.13 0.70 0.19 0.19
v/c Ratio 0.84 0.73 0.48 0.56 0.46
Control Delay 20.5 52.7 5.9 33.4 7.6
Existing 2009 PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 22
Lane Group EBT EBR WBL WBT NBL NBR
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 20.5 52.7 5.9 33.4 7.6
LOS C D A C A
Approach Delay 20.5 11.6 19.8
Approach LOS C B B
Queue Length 50th (ft) 274 70 102 74 0
Queue Length 95th (ft) 358 #139 137 112 31
Internal Link Dist (ft) 2568 1295 2560
Turn Bay Length (ft) 150
Base Capacity (vph) 1800 221 2463 397 505
Starvation Cap Reductn 0 0000
Spillback Cap Reductn 0 0000
Storage Cap Reductn 0 0000
Reduced v/c Ratio 0.84 0.73 0.48 0.46 0.41
Intersection Summary
Area Type: Other
Cycle Length: 75
Actuated Cycle Length: 71.3
Natural Cycle: 75
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 16.7 Intersection LOS: B
Intersection Capacity Utilization 62.3% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 23: Fred Waring Drive & Dune Palms Road
Existing 2009 PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 23
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 150 550 150 150 175 200 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1525 3400 5036 1525 3400 3505 1525 3400 3505 1525
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 95 125 133 117
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1333 1760 2692 3853
Travel Time (s) 30.3 40.0 61.2 87.6
Volume (vph) 143 1397 106 118 1085 132 78 134 122 141 174 108
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 155 1518 115 128 1179 143 85 146 133 153 189 117
Lane Group Flow (vph) 155 1518 115 128 1179 143 85 146 133 153 189 117
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 34.0 34.0 9.0 22.0 22.0 9.0 21.0 21.0 21.0 33.0 33.0
Total Split (%) 24.7% 40.0% 40.0% 10.6% 25.9% 25.9% 10.6% 24.7% 24.7% 24.7% 38.8% 38.8%
Maximum Green (s) 16.0 29.0 29.0 4.0 17.0 17.0 4.0 16.0 16.0 16.0 28.0 28.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None None None None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 00000
Act Effct Green (s) 9.7 32.6 32.6 5.6 29.1 29.1 5.6 9.5 9.5 9.7 13.1 13.1
Actuated g/C Ratio 0.15 0.54 0.54 0.09 0.48 0.48 0.09 0.15 0.15 0.15 0.21 0.21
v/c Ratio 0.30 0.56 0.13 0.42 0.49 0.18 0.28 0.28 0.39 0.29 0.26 0.28
Control Delay 28.9 16.2 5.1 37.0 18.6 6.0 34.6 29.1 9.8 29.0 23.9 7.2
Existing 2009 PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 24
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 28.9 16.2 5.1 37.0 18.6 6.0 34.6 29.1 9.8 29.0 23.9 7.2
LOS CBADBACCACCA
Approach Delay 16.6 19.0 23.3 21.3
Approach LOS B B C C
Queue Length 50th (ft) 31 186 5 27 149 5 18 30 0 30 36 0
Queue Length 95th (ft) 58 268 34 #57 229 44 41 57 45 58 62 37
Internal Link Dist (ft) 1253 1680 2612 3773
Turn Bay Length (ft) 150 150 550 150 150 175 200 150
Base Capacity (vph) 867 2714 865 303 2408 794 303 892 487 867 1332 652
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.18 0.56 0.13 0.42 0.49 0.18 0.28 0.16 0.27 0.18 0.14 0.18
Intersection Summary
Area Type: Other
Cycle Length: 85
Actuated Cycle Length: 60.8
Natural Cycle: 85
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.56
Intersection Signal Delay: 18.6 Intersection LOS: B
Intersection Capacity Utilization 54.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 24: SR-111 & Dune Palms Road
Existing 2009 PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 25
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 0 150 0 150 150
Storage Lanes 1 0 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99 0.97 0.97
Frt 0.873 0.939 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 2991 0 1752 3255 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 2991 0 1752 3255 0 3400 5036 1526 3400 5036 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 196 29 16 96
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2656 1279 1256 2632
Travel Time (s) 60.4 29.1 28.5 59.8
Volume (vph) 127 23 126 9 16 11 70 671 11 6 766 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.73 0.73 0.73 0.50 0.50 0.50 0.89 0.89 0.89 0.89 0.89 0.89
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 228 41 226 24 42 29 103 988 16 9 1127 96
Lane Group Flow (vph) 228 267 0 24 71 0 103 988 16 9 1127 96
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 22.0 34.0 0.0 9.0 21.0 0.0 9.0 28.0 28.0 9.0 28.0 28.0
Total Split (%) 27.5% 42.5% 0.0% 11.3% 26.3% 0.0% 11.3% 35.0% 35.0% 11.3% 35.0% 35.0%
Maximum Green (s) 17.0 29.0 4.0 16.0 4.0 23.0 23.0 4.0 23.0 23.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 15.4 35.4 5.0 19.6 5.0 31.2 31.2 5.0 25.8 25.8
Actuated g/C Ratio 0.19 0.44 0.06 0.24 0.06 0.39 0.39 0.06 0.32 0.32
v/c Ratio 0.68 0.19 0.22 0.09 0.48 0.50 0.03 0.04 0.69 0.17
Control Delay 40.3 5.2 40.7 17.1 38.4 16.6 6.4 35.8 27.0 5.8
Existing 2009 PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 26
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 40.3 5.2 40.7 17.1 38.4 16.6 6.4 35.8 27.0 5.8
LOS DA DB DBADCA
Approach Delay 21.4 23.1 18.5 25.4
Approach LOS C C B C
Queue Length 50th (ft) 105 9 12 8 22 156 1 2 184 0
Queue Length 95th (ft) 134 22 19 11 53 228 m6 9 230 32
Internal Link Dist (ft) 2576 1199 1176 2552
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 394 1433 110 821 213 1964 605 213 1624 557
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.58 0.19 0.22 0.09 0.48 0.50 0.03 0.04 0.69 0.17
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 21 (26%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.69
Intersection Signal Delay: 22.0 Intersection LOS: C
Intersection Capacity Utilization 48.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 27: Miles Avenue & Jefferson Street
Existing 2009 PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 27
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 200 200 275
Storage Lanes 1 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.98 0.97 0.97
Frt 0.967 0.906 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3369 0 3400 3122 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3369 0 3400 3122 0 1752 5036 1526 1752 5036 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 42 155 33 172
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4499 3481 3324 2114
Travel Time (s) 102.3 79.1 75.5 48.0
Volume (vph) 45 233 66 90 86 143 254 1539 30 43 1285 158
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 49 253 72 98 93 155 276 1673 33 47 1397 172
Lane Group Flow (vph) 49 325 0 98 248 0 276 1673 33 47 1397 172
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 20.0 40.0 40.0 10.0 30.0 30.0
Total Split (%) 11.3% 26.3% 0.0% 11.3% 26.3% 0.0% 25.0% 50.0% 50.0% 12.5% 37.5% 37.5%
Maximum Green (s) 4.0 16.0 4.0 16.0 15.0 35.0 35.0 5.0 25.0 25.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 5.0 18.8 5.0 20.6 15.3 40.0 40.0 6.0 26.7 26.7
Actuated g/C Ratio 0.06 0.24 0.06 0.26 0.19 0.50 0.50 0.08 0.33 0.33
v/c Ratio 0.45 0.39 0.46 0.27 0.83 0.66 0.04 0.36 0.83 0.28
Control Delay 49.3 24.8 43.6 11.3 53.2 7.7 0.5 47.4 18.2 2.5
Existing 2009 PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 28
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 49.3 24.8 43.6 11.3 53.2 7.7 0.5 47.4 18.2 2.5
LOS DC DB DAADBA
Approach Delay 28.0 20.4 13.9 17.3
Approach LOS C C B B
Queue Length 50th (ft) 24 64 24 20 114 65 1 25 63 0
Queue Length 95th (ft) #60 103 48 50 m147 152 m1 m44 125 m5
Internal Link Dist (ft) 4419 3401 3244 2034
Turn Bay Length (ft) 200 200 150 200 200 275
Base Capacity (vph) 110 824 213 919 350 2518 779 131 1684 625
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.45 0.39 0.46 0.27 0.79 0.66 0.04 0.36 0.83 0.28
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 11 (14%), Referenced to phase 2:SET and 6:NWT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 16.9 Intersection LOS: B
Intersection Capacity Utilization 68.9% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 28: Miles Avenue & Washington Street
Existing 2009 PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 29
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 0.99 0.99 1.00 1.00
Frt 0.959 0.962 0.980 0.989
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3340 0 1752 3352 0 1752 3424 0 1752 3461 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3340 0 1752 3352 0 1752 3424 0 1752 3461 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 88 56 29 13
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 3481 2620 2613 2644
Travel Time (s) 79.1 59.5 59.4 60.1
Volume (vph) 29 252 93 36 111 38 63 377 60 32 349 27
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.92 0.92 0.92 0.91 0.91 0.91
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 40 351 130 53 163 56 90 537 85 46 502 39
Lane Group Flow (vph) 40 481 0 53 219 0 90 622 0 46 541 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 17.3 5.0 19.0 5.0 19.3 5.0 17.3
Actuated g/C Ratio 0.08 0.32 0.09 0.35 0.09 0.35 0.09 0.32
v/c Ratio 0.27 0.43 0.35 0.18 0.58 0.51 0.30 0.49
Control Delay 31.6 14.7 32.9 11.4 43.8 17.1 31.5 18.0
Existing 2009 PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 30
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 31.6 14.7 32.9 11.4 43.8 17.1 31.5 18.0
LOS CB CB DB CB
Approach Delay 16.0 15.6 20.5 19.1
Approach LOS B B C B
Queue Length 50th (ft) 14 60 19 17 32 97 16 84
Queue Length 95th (ft) 40 98 48 45 #91 146 44 127
Internal Link Dist (ft) 3401 2540 2533 2564
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 147 1121 151 1202 156 1227 151 1108
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.27 0.43 0.35 0.18 0.58 0.51 0.30 0.49
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 54.6
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 18.3 Intersection LOS: B
Intersection Capacity Utilization 49.6% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 29: Miles Avenue & Adams Street
Existing 2009 PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 31
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 0 125 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 1.00 1.00 1.00 1.00
Frt 0.970 0.984 0.972 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3384 0 1752 3440 0 1752 3392 0 1752 3424 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3384 0 1752 3440 0 1752 3392 0 1752 3424 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 50 21 47 29
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2620 2656 1383 2640
Travel Time (s) 59.5 60.4 31.4 60.0
Volume (vph) 38 258 63 41 127 15 48 203 47 3 150 24
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.72 0.72 0.72 0.88 0.88 0.88 0.87 0.87 0.87 0.94 0.94 0.94
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 69 469 115 61 189 22 72 306 71 4 209 33
Lane Group Flow (vph) 69 584 0 61 211 0 72 377 0 4 242 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 17.5 5.0 17.5 5.0 20.7 5.1 17.5
Actuated g/C Ratio 0.09 0.33 0.09 0.33 0.09 0.39 0.08 0.33
v/c Ratio 0.44 0.50 0.39 0.18 0.46 0.28 0.03 0.21
Control Delay 35.7 16.6 33.5 14.1 36.8 11.5 27.5 13.9
Existing 2009 PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 32
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 35.7 16.6 33.5 14.1 36.8 11.5 27.5 13.9
LOS DB CB DB CB
Approach Delay 18.6 18.5 15.6 14.1
Approach LOS BBBB
Queue Length 50th (ft) 24 86 22 27 26 37 1 30
Queue Length 95th (ft) 46 97 53 48 #65 78 9 55
Internal Link Dist (ft) 2540 2576 1303 2560
Turn Bay Length (ft) 200 200 150 125
Base Capacity (vph) 156 1157 156 1156 156 1358 149 1156
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.44 0.50 0.39 0.18 0.46 0.28 0.03 0.21
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 52.8
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.50
Intersection Signal Delay: 17.1 Intersection LOS: B
Intersection Capacity Utilization 46.8% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 30: Miles Avenue & Dune Palms Road
Existing 2009 PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 33
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 200 400 0 75 75 125 0
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.96 1.00 0.96 0.96
Frt 0.850 0.999 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3501 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.745 0.728
Satd. Flow (perm) 1752 3505 1510 1752 3501 0 1374 1845 1507 1343 1845 1507
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 49 2 78 135
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1414 4473 454 2121
Travel Time (s) 32.1 101.7 10.3 48.2
Volume (vph) 124 1276 37 45 878 7 30 26 46 2 13 91
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.98 0.98 0.98 0.95 0.95 0.95 0.77 0.77 0.77 0.88 0.88 0.88
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 166 1706 49 62 1211 10 51 44 78 3 19 135
Lane Group Flow (vph) 166 1706 49 62 1221 0 51 44 78 3 19 135
Turn Type Prot Perm Prot Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2 2 2
Detector Phases 74438 222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 13.0 36.0 36.0 9.0 32.0 0.0 10.0 10.0 10.0 10.0 10.0 10.0
Total Split (%) 23.6% 65.5% 65.5% 16.4% 58.2% 0.0% 18.2% 18.2% 18.2% 18.2% 18.2% 18.2%
Maximum Green (s) 8.0 31.0 31.0 4.0 27.0 5.0 5.0 5.0 5.0 5.0 5.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 9.3 42.4 42.4 5.2 36.9 6.3 6.3 6.3 6.3 6.3 6.3
Actuated g/C Ratio 0.15 0.70 0.70 0.08 0.61 0.10 0.10 0.10 0.10 0.10 0.10
v/c Ratio 0.65 0.70 0.05 0.44 0.57 0.37 0.24 0.35 0.02 0.10 0.49
Control Delay 34.1 9.7 2.0 34.1 10.3 30.9 25.9 11.7 22.3 23.5 12.0
Existing 2009 PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 34
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.1 9.7 2.0 34.1 10.3 30.9 25.9 11.7 22.3 23.5 12.0
LOS CAACB CCBCCB
Approach Delay 11.6 11.4 20.9 13.6
Approach LOS B B C B
Queue Length 50th (ft) 51 207 0 20 143 16 14 0160
Queue Length 95th (ft) #113 300 10 50 205 36 32 23 7 21 39
Internal Link Dist (ft) 1334 4393 374 2041
Turn Bay Length (ft) 400 200 400 75 75 125
Base Capacity (vph) 262 2447 1069 142 2127 138 184 221 135 184 273
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.63 0.70 0.05 0.44 0.57 0.37 0.24 0.35 0.02 0.10 0.49
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 60.8
Natural Cycle: 55
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.70
Intersection Signal Delay: 12.1 Intersection LOS: B
Intersection Capacity Utilization 69.7% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 32: SR-111 & Miles Avenue
Existing 2009 PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 35
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 150 400 0 100 0 100 0
Storage Lanes 2 1 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.978 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 4906 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1526 3400 4906 0 1752 1845 1526 1752 1845 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 179 47 150 61
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1329 1333 571 343
Travel Time (s) 30.2 30.3 13.0 7.8
Volume (vph) 60 1087 150 154 879 153 147 24 121 125 35 43
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.94 0.94 0.94 0.84 0.84 0.84 0.92 0.92 0.92
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 86 1565 216 215 1225 213 229 37 189 178 50 61
Lane Group Flow (vph) 86 1565 216 215 1438 0 229 37 189 178 50 61
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 31.0 31.0 10.0 32.0 0.0 17.0 24.0 24.0 15.0 22.0 22.0
Total Split (%) 11.3% 38.8% 38.8% 12.5% 40.0% 0.0% 21.3% 30.0% 30.0% 18.8% 27.5% 27.5%
Maximum Green (s) 4.0 26.0 26.0 5.0 27.0 12.0 19.0 19.0 10.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 5.0 27.0 27.0 6.0 29.8 12.8 20.2 20.2 10.8 18.2 18.2
Actuated g/C Ratio 0.06 0.34 0.34 0.08 0.37 0.16 0.25 0.25 0.14 0.23 0.23
v/c Ratio 0.40 0.92 0.34 0.84 0.77 0.82 0.08 0.38 0.75 0.12 0.15
Control Delay 51.3 25.0 3.8 66.0 25.5 57.1 23.6 9.6 55.0 25.7 8.4
Existing 2009 PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 36
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 51.3 25.0 3.8 66.0 25.5 57.1 23.6 9.6 55.0 25.7 8.4
LOS DCAEC ECADCA
Approach Delay 23.8 30.7 34.6 40.1
Approach LOS CCCD
Queue Length 50th (ft) 19 267 21 55 229 112 14 15 87 20 0
Queue Length 95th (ft) m33 #362 m33 #114 286 #201 34 56 #182 48 29
Internal Link Dist (ft) 1249 1253 491 263
Turn Bay Length (ft) 400 150 400 100 100
Base Capacity (vph) 213 1700 634 255 1857 285 467 498 241 421 395
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.40 0.92 0.34 0.84 0.77 0.80 0.08 0.38 0.74 0.12 0.15
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 19 (24%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 28.7 Intersection LOS: C
Intersection Capacity Utilization 60.9% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 33: SR-111 & La Quinta Drive
Existing 2009 PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 37
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 100 200 0 250 0
Storage Lanes 0 0 0 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.966 0.850 0.994
Flt Protected 0.988 0.959 0.950 0.950
Satd. Flow (prot) 0 1748 0 0 1769 1568 1752 4996 0 1752 5035 0
Flt Permitted 0.988 0.959 0.950 0.950
Satd. Flow (perm) 0 1748 0 0 1769 1523 1752 4996 0 1752 5035 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 9 76 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 300 677 2717 2658
Travel Time (s) 6.8 15.4 61.8 60.4
Volume (vph) 4 8 4 39 7 49 9 1001 43 24 1381 3
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.57 0.57 0.57 0.85 0.85 0.85 0.92 0.92 0.92 0.82 0.82 0.82
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 9 18 9 60 11 76 13 1425 61 38 2206 5
Lane Group Flow (vph) 0 36 0 0 71 76 13 1486 0 38 2211 0
Turn Type Split Split Perm Prot Prot
Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 7
Detector Phases 4 4 77752 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 21.0 9.0 38.0 0.0 10.0 39.0 0.0
Total Split (%) 23.3% 23.3% 0.0% 23.3% 23.3% 23.3% 10.0% 42.2% 0.0% 11.1% 43.3% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 4.0 33.0 5.0 34.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 8.3 10.1 10.1 5.3 51.6 6.4 53.9
Actuated g/C Ratio 0.10 0.13 0.13 0.06 0.66 0.08 0.69
v/c Ratio 0.20 0.32 0.29 0.12 0.45 0.28 0.63
Control Delay 26.8 29.8 10.8 36.7 10.0 37.3 11.4
Existing 2009 PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 38
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 26.8 29.8 10.8 36.7 10.0 37.3 11.4
LOS C C B D B D B
Approach Delay 26.8 19.9 10.3 11.9
Approach LOS C B B B
Queue Length 50th (ft) 7 19 0 4 55 11 104
Queue Length 95th (ft) 22 63 31 23 256 43 386
Internal Link Dist (ft) 220 597 2637 2578
Turn Bay Length (ft) 100 200 250
Base Capacity (vph) 342 372 380 110 3321 134 3491
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.11 0.19 0.20 0.12 0.45 0.28 0.63
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 77.7
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.63
Intersection Signal Delay: 11.7 Intersection LOS: B
Intersection Capacity Utilization 52.1% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 35: Avenue 47 & Washington Street
Existing 2009 PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 39
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.876 0.956 0.999 0.992
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1568 0 1752 1745 0 1752 5029 0 1752 4987 0
Flt Permitted 0.800 0.800 0.950 0.950
Satd. Flow (perm) 1476 1568 0 1476 1745 0 1752 5029 0 1752 4987 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 81 7 4 30
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5249 1348 2668 1328
Travel Time (s) 119.3 30.6 60.6 30.2
Volume (vph) 42 11 53 5 10 4 61 733 7 2 807 48
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.86 0.86 0.86 0.79 0.79 0.79 0.86 0.86 0.86 0.80 0.80 0.80
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 64 17 81 8 17 7 93 1117 11 3 1321 79
Lane Group Flow (vph) 64 98 0 8 24 0 93 1128 0 3 1400 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 9.0 0.0 9.0 9.0 0.0 9.0 22.0 0.0 9.0 22.0 0.0
Total Split (%) 22.5% 22.5% 0.0% 22.5% 22.5% 0.0% 22.5% 55.0% 0.0% 22.5% 55.0% 0.0%
Maximum Green (s) 4.0 4.0 4.0 4.0 4.0 17.0 4.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 5.0 5.0 5.0 5.0 5.3 27.8 5.3 24.2
Actuated g/C Ratio 0.12 0.12 0.12 0.12 0.13 0.70 0.13 0.60
v/c Ratio 0.35 0.37 0.04 0.11 0.40 0.32 0.01 0.46
Control Delay 21.7 10.9 16.2 14.7 21.9 4.2 19.0 3.8
Existing 2009 PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 40
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.7 10.9 16.2 14.7 21.9 4.2 19.0 3.8
LOS CB BB CA BA
Approach Delay 15.2 15.1 5.6 3.8
Approach LOS BBAA
Queue Length 50th (ft) 13 4 2 3 20 26 1 43
Queue Length 95th (ft) 37 30 9 15 48 80 m4 83
Internal Link Dist (ft) 5169 1268 2588 1248
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 185 267 185 224 232 3496 232 3029
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.35 0.37 0.04 0.11 0.40 0.32 0.01 0.46
Intersection Summary
Area Type: Other
Cycle Length: 40
Actuated Cycle Length: 40
Offset: 38 (95%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.46
Intersection Signal Delay: 5.4 Intersection LOS: A
Intersection Capacity Utilization 47.1% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 38: Westward Ho Drive & Jefferson Street
Existing 2009 PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 41
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 100
Storage Lanes 1 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95
Ped Bike Factor 0.98 0.99
Frt 0.850 0.975
Flt Protected 0.950 0.950
Satd. Flow (prot) 1752 1568 3395 0 1752 3505
Flt Permitted 0.950 0.950
Satd. Flow (perm) 1752 1532 3395 0 1752 3505
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 77 45
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 5249 2276 2613
Travel Time (s) 119.3 51.7 59.4
Volume (vph) 69 38 509 102 69 481
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.65 0.65 0.89 0.89 0.82 0.82
Growth Factor 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 139 77 749 150 110 768
Lane Group Flow (vph) 139 77 899 0 110 768
Turn Type Perm Prot
Protected Phases 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 27.0 0.0 12.0 39.0
Total Split (%) 35.0% 35.0% 45.0% 0.0% 20.0% 65.0%
Maximum Green (s) 16.0 16.0 22.0 7.0 34.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 12.5 12.5 36.4 8.9 48.3
Actuated g/C Ratio 0.18 0.18 0.54 0.13 0.71
v/c Ratio 0.44 0.23 0.49 0.49 0.31
Control Delay 23.3 6.8 11.5 29.6 4.5
Existing 2009 PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 42
Lane Group WBL WBR NBT NBR SBL SBT
Queue Delay 0.0 0.0 0.0 0.0 0.0
Total Delay 23.3 6.8 11.5 29.6 4.5
LOS C A B C A
Approach Delay 17.4 11.5 7.6
Approach LOS B B A
Queue Length 50th (ft) 39 0 103 32 45
Queue Length 95th (ft) 55 12 172 69 75
Internal Link Dist (ft) 5169 2196 2533
Turn Bay Length (ft) 150 100
Base Capacity (vph) 439 442 1848 227 2504
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.32 0.17 0.49 0.48 0.31
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 67.6
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.49
Intersection Signal Delay: 10.4 Intersection LOS: B
Intersection Capacity Utilization 45.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 41: Westward Ho Drive & Adams Street
Existing 2009 PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 43
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 350 150 250 150 100 0 50 0
Storage Lanes 2 1 2 1 1 1 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.95 0.95 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.98 0.96 0.96
Frt 0.850 0.850 0.850 0.870
Flt Protected 0.950 0.950 0.950 0.965 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 1665 1691 1568 1752 1543 0
Flt Permitted 0.950 0.950 0.950 0.965 0.950
Satd. Flow (perm) 3400 5036 1537 3400 5036 1533 1665 1691 1513 1752 1543 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 339 54 168 117
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1760 840 1007 753
Travel Time (s) 40.0 19.1 22.9 17.1
Volume (vph) 206 1364 312 217 1176 50 227 38 155 87 17 108
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 224 1483 339 236 1278 54 247 41 168 95 18 117
Lane Group Flow (vph) 224 1483 339 236 1278 54 140 148 168 95 135 0
Turn Type Prot Perm Prot Perm Split Perm Split
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 4 8 2
Detector Phases 74438822211
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 25.0 25.0 10.0 26.0 26.0 11.0 11.0 11.0 9.0 9.0 0.0
Total Split (%) 16.4% 45.5% 45.5% 18.2% 47.3% 47.3% 20.0% 20.0% 20.0% 16.4% 16.4% 0.0%
Maximum Green (s) 4.0 20.0 20.0 5.0 21.0 21.0 6.0 6.0 6.0 4.0 4.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None None None None
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 5.5 23.8 23.8 6.6 24.5 24.5 7.6 7.6 7.6 5.5 5.5
Actuated g/C Ratio 0.11 0.51 0.51 0.13 0.52 0.52 0.15 0.15 0.15 0.11 0.11
v/c Ratio 0.58 0.58 0.36 0.52 0.49 0.07 0.55 0.57 0.45 0.48 0.48
Control Delay 32.5 14.3 3.0 28.1 12.6 3.9 34.2 35.2 9.1 35.3 14.7
Existing 2009 PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 44
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 32.5 14.3 3.0 28.1 12.6 3.9 34.2 35.2 9.1 35.3 14.7
LOS CBACBACDADB
Approach Delay 14.4 14.6 25.3 23.2
Approach LOS B B C C
Queue Length 50th (ft) 37 149 0 39 117 0 47 49 0 31 6
Queue Length 95th (ft) #82 198 41 #76 158 17 #120 #128 45 #88 #57
Internal Link Dist (ft) 1680 760 927 673
Turn Bay Length (ft) 350 150 250 150 100 50
Base Capacity (vph) 385 2546 944 456 2618 823 257 261 376 198 279
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.58 0.58 0.36 0.52 0.49 0.07 0.54 0.57 0.45 0.48 0.48
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 47.1
Natural Cycle: 55
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 16.1 Intersection LOS: B
Intersection Capacity Utilization 64.7% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 42: SR-111 & Depot Drive
Existing 2009 PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 45
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 100 0 100 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.98 1.00 1.00
Frt 0.850 0.923 0.995 0.996
Flt Protected 0.950 0.981 0.950 0.950
Satd. Flow (prot) 1752 1526 0 0 1645 0 1752 5004 0 1752 5010 0
Flt Permitted 0.765 0.908 0.950 0.950
Satd. Flow (perm) 1411 1526 0 0 1522 0 1752 5004 0 1752 5010 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 272 39 7 6
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 407 583 1328 1256
Travel Time (s) 9.3 13.3 30.2 28.5
Volume (vph) 2 0 12 17 1 25 15 761 25 33 809 22
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.70 0.70 0.70 0.83 0.83 0.83 0.96 0.96 0.96 0.82 0.82 0.82
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 4 0 22 27 2 39 20 1038 34 53 1292 35
Lane Group Flow (vph) 4 22 0 0 68 0 20 1072 0 53 1327 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 27.0 27.0 0.0 27.0 27.0 0.0 15.0 37.0 0.0 16.0 38.0 0.0
Total Split (%) 33.8% 33.8% 0.0% 33.8% 33.8% 0.0% 18.8% 46.3% 0.0% 20.0% 47.5% 0.0%
Maximum Green (s) 22.0 22.0 22.0 22.0 10.0 32.0 11.0 33.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.3 8.3 8.3 7.5 58.1 8.9 61.6
Actuated g/C Ratio 0.10 0.10 0.10 0.09 0.73 0.11 0.77
v/c Ratio 0.03 0.05 0.35 0.12 0.29 0.27 0.34
Control Delay 31.0 0.3 22.6 29.5 7.5 53.5 0.8
Existing 2009 PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 46
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 31.0 0.3 22.6 29.5 7.5 53.5 0.8
LOS C A C C A D A
Approach Delay 5.0 22.6 7.9 2.8
Approach LOS A C A A
Queue Length 50th (ft) 2 0 14 9 102 29 5
Queue Length 95th (ft) 8 0 43 m23 123 m44 13
Internal Link Dist (ft) 327 503 1248 1176
Turn Bay Length (ft) 100 100 100
Base Capacity (vph) 406 633 465 241 3639 263 3862
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.01 0.03 0.15 0.08 0.29 0.20 0.34
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 63 (79%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.35
Intersection Signal Delay: 5.5 Intersection LOS: A
Intersection Capacity Utilization 45.8% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 45: Pebble Beach Drive & Jefferson Street
Existing 2009 PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 47
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 250 550 475 0 0 0 0
Storage Lanes 1 1 1 1 0 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.96 0.96 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 0 1752 1568 0 1752 1568
Flt Permitted 0.950 0.950 0.750 0.742
Satd. Flow (perm) 1752 3505 1498 1752 3505 1498 0 1383 1526 0 1369 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 29 8 33 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4473 1886 727 469
Travel Time (s) 101.7 42.9 16.5 10.7
Volume (vph) 4 1297 23 25 906 6 13 0 18 6 0 4
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.71 0.71 0.71 0.63 0.63 0.63
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 6 1808 32 34 1224 8 24 0 33 12 0 8
Lane Group Flow (vph) 6 1808 32 34 1224 8 0 24 33 0 12 8
Turn Type Prot Perm Prot Perm Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2 2 2
Detector Phases 744388222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 38.0 38.0 21.0 38.0 38.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 26.3% 47.5% 47.5% 26.3% 47.5% 47.5% 26.3% 26.3% 26.3% 26.3% 26.3% 26.3%
Maximum Green (s) 16.0 33.0 33.0 16.0 33.0 33.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)000000000000
Act Effct Green (s) 6.8 49.5 49.5 8.1 52.7 52.7 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.08 0.62 0.62 0.10 0.66 0.66 0.21 0.21 0.21 0.21
v/c Ratio 0.04 0.83 0.03 0.19 0.53 0.01 0.08 0.09 0.04 0.02
Control Delay 34.0 19.1 4.3 44.9 3.3 0.9 26.2 10.3 25.6 14.8
Existing 2009 PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 48
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.0 19.1 4.3 44.9 3.3 0.9 26.2 10.3 25.6 14.8
LOS CBADAA CB CB
Approach Delay 18.9 4.4 17.0 21.3
Approach LOS B A B C
Queue Length 50th (ft) 3 260 1 19 46 0 10 0 5 0
Queue Length 95th (ft) 14 #643 13 m34 63 m0 23 14 13 7
Internal Link Dist (ft) 4393 1806 647 389
Turn Bay Length (ft) 575 250 550 475
Base Capacity (vph) 372 2171 939 372 2308 989 294 350 291 331
Starvation Cap Reductn 000000 00 00
Spillback Cap Reductn 000000 00 00
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.02 0.83 0.03 0.09 0.53 0.01 0.08 0.09 0.04 0.02
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 0 (0%), Referenced to phase 2:NBSB and 6:, Start of Green, Master Intersection
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 13.1 Intersection LOS: B
Intersection Capacity Utilization 83.6% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 48: SR-111 & Mountain Cove Drive
Existing 2009 PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 49
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 150 0 0 0 0 0
Storage Lanes 1 1 1 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.96 0.96 0.98 0.98
Frt 0.850 0.850 0.865 0.876
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 1752 1557 0 1752 1580 0
Flt Permitted 0.950 0.950 0.696 0.699
Satd. Flow (perm) 1752 3505 1498 1752 3505 1498 1284 1557 0 1289 1580 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 94 37 80 78
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1886 930 408 309
Travel Time (s) 42.9 21.1 9.3 7.0
Volume (vph) 53 1250 60 35 817 26 59 5 43 46 11 53
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.93 0.93 0.93 0.70 0.70 0.70 0.89 0.89 0.89
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 83 1949 94 49 1151 37 110 9 80 68 16 78
Lane Group Flow (vph) 83 1949 94 49 1151 37 110 89 0 68 94 0
Turn Type Prot Perm Prot Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2
Detector Phases 74438822 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 13.0 50.0 50.0 9.0 46.0 46.0 21.0 21.0 0.0 21.0 21.0 0.0
Total Split (%) 16.3% 62.5% 62.5% 11.3% 57.5% 57.5% 26.3% 26.3% 0.0% 26.3% 26.3% 0.0%
Maximum Green (s) 8.0 45.0 45.0 4.0 41.0 41.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0000 00
Act Effct Green (s) 8.4 49.6 49.6 5.0 44.7 44.7 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.10 0.62 0.62 0.06 0.56 0.56 0.21 0.21 0.21 0.21
v/c Ratio 0.45 0.90 0.10 0.45 0.59 0.04 0.40 0.23 0.25 0.24
Control Delay 49.8 10.6 0.2 53.1 8.6 1.8 32.4 9.6 24.3 8.9
Existing 2009 PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 50
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 49.8 10.6 0.2 53.1 8.6 1.8 32.4 9.6 24.3 8.9
LOS DBADAACA CA
Approach Delay 11.7 10.1 22.2 15.3
Approach LOS B B C B
Queue Length 50th (ft) 37 451 2 23 204 3 48 4 23 6
Queue Length 95th (ft) m59 #80 m0 m29 m237 m3 71 23 m43 m22
Internal Link Dist (ft) 1806 850 328 229
Turn Bay Length (ft) 100 150
Base Capacity (vph) 197 2173 964 110 1958 853 273 394 274 397
Starvation Cap Reductn 00000000 00
Spillback Cap Reductn 00000000 00
Storage Cap Reductn 00000000 00
Reduced v/c Ratio 0.42 0.90 0.10 0.45 0.59 0.04 0.40 0.23 0.25 0.24
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 43 (54%), Referenced to phase 2:NBSB and 6:, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 11.9 Intersection LOS: B
Intersection Capacity Utilization 71.9% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 51: SR-111 & Channel Drive
Existing 2009 PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 51
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 225 125 200 0 100 50
Storage Lanes 1 0 1 1 1 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 1.00 0.96 0.99 0.97
Frt 0.995 0.850 0.941 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 5004 0 1752 5036 1568 1752 1718 0 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 5004 0 1752 5036 1501 1752 1718 0 1752 1845 1528
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 77 40 30
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2966 2635 2373 721
Travel Time (s) 67.4 59.9 53.9 16.4
Volume (vph) 61 1286 44 21 796 52 41 45 29 56 72 18
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.87 0.87 0.87 0.88 0.88 0.88 0.78 0.78 0.78 0.78 0.78 0.78
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 92 1936 66 31 1185 77 69 76 49 94 121 30
Lane Group Flow (vph) 92 2002 0 31 1185 77 69 125 0 94 121 30
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 13.0 35.0 0.0 10.0 32.0 32.0 9.0 21.0 0.0 9.0 21.0 21.0
Total Split (%) 17.3% 46.7% 0.0% 13.3% 42.7% 42.7% 12.0% 28.0% 0.0% 12.0% 28.0% 28.0%
Maximum Green (s) 8.0 30.0 5.0 27.0 27.0 4.0 16.0 4.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 9.0 31.0 6.0 28.0 28.0 5.0 17.0 5.0 17.0 17.0
Actuated g/C Ratio 0.12 0.41 0.08 0.37 0.37 0.07 0.23 0.07 0.23 0.23
v/c Ratio 0.44 0.97 0.22 0.63 0.13 0.59 0.30 0.80 0.29 0.08
Control Delay 37.9 35.8 36.4 21.1 4.8 56.3 18.9 81.2 26.3 9.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 37.9 35.8 36.4 21.1 4.8 56.3 18.9 81.2 26.3 9.8
LOS DD DCAEB FCA
Approach Delay 35.9 20.5 32.2 45.3
Approach LOS DCCD
Queue Length 50th (ft) 41 321 14 161 0 32 32 44 47 0
Existing 2009 PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 52
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Length 95th (ft) 81 #415 38 199 24 #69 62 #99 77 16
Internal Link Dist (ft) 2886 2555 2293 641
Turn Bay Length (ft) 150 225 125 200 100 50
Base Capacity (vph) 210 2073 140 1880 609 117 420 117 418 370
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.44 0.97 0.22 0.63 0.13 0.59 0.30 0.80 0.29 0.08
Intersection Summary
Area Type: Other
Cycle Length: 75
Actuated Cycle Length: 75
Offset: 0 (0%), Referenced to phase 3:WBL and 8:WBT, Start of Green
Natural Cycle: 75
Control Type: Pretimed
Maximum v/c Ratio: 0.97
Intersection Signal Delay: 31.1 Intersection LOS: C
Intersection Capacity Utilization 60.5% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 53: Fred Waring Drive & Warner Trail
Existing 2009 PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 53
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 0
Storage Lanes 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50
Trailing Detector (ft) 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00
Ped Bike Factor 0.98 0.99
Frt 0.916 0.948
Flt Protected 0.950 0.970
Satd. Flow (prot) 1752 3505 3144 0 1682 0
Flt Permitted 0.950 0.970
Satd. Flow (perm) 1752 3505 3144 0 1682 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 112 60
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2121 4499 2373
Travel Time (s) 48.2 102.3 53.9
Volume (vph) 21 134 61 78 79 49
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.91 0.91 0.84 0.84
Growth Factor 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 33 209 88 112 123 76
Lane Group Flow (vph) 33 209 200 0 199 0
Turn Type Prot
Protected Phases 7 4 8 6
Permitted Phases
Detector Phases 7 4 8 6
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0
Total Split (s) 10.0 33.0 23.0 0.0 22.0 0.0
Total Split (%) 18.2% 60.0% 41.8% 0.0% 40.0% 0.0%
Maximum Green (s) 5.0 28.0 18.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None Max None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 6.2 32.1 28.3 10.9
Actuated g/C Ratio 0.11 0.66 0.58 0.21
v/c Ratio 0.17 0.09 0.11 0.49
Control Delay 22.0 4.5 4.7 14.3
Existing 2009 PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 54
Lane Group EBL EBT WBT WBR SBL SBR
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 22.0 4.5 4.7 14.3
LOS C A A B
Approach Delay 6.9 4.7 14.3
Approach LOS A A B
Queue Length 50th (ft) 6 9 3 23
Queue Length 95th (ft) 27 23 26 69
Internal Link Dist (ft) 2041 4419 2293
Turn Bay Length (ft) 150
Base Capacity (vph) 197 2393 1870 581
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.17 0.09 0.11 0.34
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 48.8
Natural Cycle: 55
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.49
Intersection Signal Delay: 8.5 Intersection LOS: A
Intersection Capacity Utilization 37.7% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 54: Miles Avenue & Warner Trail
Existing 2009 PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 55
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 150 150 0 150 0
Storage Lanes 1 0 1 1 1 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 0.91
Ped Bike Factor 0.97 0.97 1.00 1.00
Frt 0.850 0.850 0.997 0.999
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1526 0 1752 1845 1568 1752 5018 0 3400 5029 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 1526 0 1752 1845 1526 1752 5018 0 3400 5029 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 132 139 5 2
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 724 745 2303 1902
Travel Time (s) 16.5 16.9 52.3 43.2
Volume (vph) 13 0 10 20 1 187 6 1237 28 102 1424 14
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.64 0.64 0.64 0.84 0.84 0.84 0.97 0.97 0.97 0.93 0.93 0.93
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 27 0 20 31 2 292 8 1671 38 144 2006 20
Lane Group Flow (vph) 27 20 0 31 2 292 8 1709 0 144 2026 0
Turn Type Prot Prot Perm Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8
Detector Phases 7 4 38852 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 21.0 9.0 41.0 0.0 9.0 41.0 0.0
Total Split (%) 11.3% 26.3% 0.0% 11.3% 26.3% 26.3% 11.3% 51.3% 0.0% 11.3% 51.3% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 16.0 4.0 36.0 4.0 36.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 5.0 11.3 9.2 13.4 13.4 6.0 43.7 7.3 53.2
Actuated g/C Ratio 0.06 0.14 0.12 0.17 0.17 0.08 0.55 0.09 0.66
v/c Ratio 0.25 0.06 0.15 0.01 0.78 0.06 0.62 0.46 0.61
Control Delay 41.5 0.4 32.8 25.0 31.4 40.0 9.8 48.0 3.5
Existing 2009 PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 56
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 41.5 0.4 32.8 25.0 31.4 40.0 9.8 48.0 3.5
LOS DA CCCDA DA
Approach Delay 24.0 31.5 9.9 6.5
Approach LOS C C A A
Queue Length 50th (ft) 13 0 15 1 71 4 241 40 40
Queue Length 95th (ft) 27 0 39 6 135 m4 m364 m48 m64
Internal Link Dist (ft) 644 665 2223 1822
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 110 428 202 392 434 131 2741 311 3344
Starvation Cap Reductn 0 0 00000 00
Spillback Cap Reductn 0 0 00000 00
Storage Cap Reductn 0 0 00000 00
Reduced v/c Ratio 0.25 0.05 0.15 0.01 0.67 0.06 0.62 0.46 0.61
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 75 (94%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 10.0 Intersection LOS: A
Intersection Capacity Utilization 61.7% ICU Level of Service B
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 55: Mountain View & Washington Street
Existing 2009 PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 57
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 300 0 275 0
Storage Lanes 1 1 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.850 0.937 0.990 0.995
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1845 1568 1752 1709 0 1752 4971 0 1752 5004 0
Flt Permitted 0.671 0.736 0.950 0.950
Satd. Flow (perm) 1238 1845 1526 1358 1709 0 1752 4971 0 1752 5004 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 194 41 17 7
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1273 347 1902 1097
Travel Time (s) 28.9 7.9 43.2 24.9
Volume (vph) 69 19 111 109 38 27 162 1235 84 49 1335 43
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.75 0.75 0.75 0.74 0.74 0.74 0.96 0.96 0.96 0.85 0.85 0.85
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 121 33 194 193 67 48 221 1685 115 76 2057 66
Lane Group Flow (vph) 121 33 194 193 115 0 221 1800 0 76 2123 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 1 6 5 2
Permitted Phases 4 4 4
Detector Phases 44444 16 52
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 21.0 21.0 21.0 21.0 0.0 21.0 38.0 0.0 21.0 38.0 0.0
Total Split (%) 26.3% 26.3% 26.3% 26.3% 26.3% 0.0% 26.3% 47.5% 0.0% 26.3% 47.5% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 16.0 33.0 16.0 33.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 00 00
Act Effct Green (s) 15.3 15.3 15.3 15.3 15.3 15.0 34.0 18.7 37.7
Actuated g/C Ratio 0.19 0.19 0.19 0.19 0.19 0.19 0.42 0.23 0.47
v/c Ratio 0.51 0.09 0.43 0.74 0.32 0.67 0.85 0.19 0.90
Control Delay 36.6 26.3 7.7 48.4 20.5 52.4 12.6 40.2 13.5
Existing 2009 PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 58
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 36.6 26.3 7.7 48.4 20.5 52.4 12.6 40.2 13.5
LOS D C A D C D B D B
Approach Delay 19.5 38.0 16.9 14.4
Approach LOS B D B B
Queue Length 50th (ft) 53 13 0 89 31 121 246 40 355
Queue Length 95th (ft) 85 30 28 125 56 m185 80 m44 m363
Internal Link Dist (ft) 1193 267 1822 1017
Turn Bay Length (ft) 175 175 300 275
Base Capacity (vph) 263 392 477 289 395 372 2122 409 2360
Starvation Cap Reductn 00000 00 00
Spillback Cap Reductn 00000 00 00
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.46 0.08 0.41 0.67 0.29 0.59 0.85 0.19 0.90
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 35 (44%), Referenced to phase 6:NBT, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 17.3 Intersection LOS: B
Intersection Capacity Utilization 71.4% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 57: Ave of the States & Washington Street
Existing 2009 PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 59
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 175 0 300 125 300 100
Storage Lanes 2 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.99 0.97 0.97
Frt 0.937 0.956 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3247 0 3400 3325 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3247 0 3400 3325 0 1752 5036 1526 1752 5036 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 194 71 171 121
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1523 1701 1097 2644
Travel Time (s) 34.6 38.7 24.9 60.1
Volume (vph) 235 301 218 275 184 75 170 1042 173 119 998 148
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.83 0.83 0.83 0.94 0.94 0.94 0.92 0.92 0.92 0.96 0.96 0.96
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 371 475 344 383 256 105 242 1484 246 162 1362 202
Lane Group Flow (vph) 371 819 0 383 361 0 242 1484 246 162 1362 202
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 0.0 14.0 27.0 27.0 11.0 24.0 24.0
Total Split (%) 26.3% 26.3% 0.0% 26.3% 26.3% 0.0% 17.5% 33.8% 33.8% 13.8% 30.0% 30.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 9.0 22.0 22.0 6.0 19.0 19.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 14.4 18.9 14.6 19.1 10.5 23.0 23.0 7.5 20.0 20.0
Actuated g/C Ratio 0.18 0.24 0.18 0.24 0.13 0.29 0.29 0.09 0.25 0.25
v/c Ratio 0.61 0.89 0.62 0.43 1.05 1.02 0.44 0.99 1.08 0.43
Control Delay 34.4 37.3 34.5 22.7 88.5 50.4 12.7 84.3 73.7 14.3
Existing 2009 PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 60
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 34.4 37.3 34.5 22.7 88.5 50.4 12.7 84.3 73.7 14.3
LOS CD CC FDBFEB
Approach Delay 36.4 28.8 50.4 67.7
Approach LOS D C D E
Queue Length 50th (ft) 88 162 91 63 ~131 ~306 81 ~76 ~295 70
Queue Length 95th (ft) 115 #246 130 107 m#193 #397 m106 m#134 #386 m96
Internal Link Dist (ft) 1443 1621 1017 2564
Turn Bay Length (ft) 250 175 300 125 300 100
Base Capacity (vph) 723 917 723 849 230 1448 561 164 1259 472
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.51 0.89 0.53 0.43 1.05 1.02 0.44 0.99 1.08 0.43
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 11 (14%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.08
Intersection Signal Delay: 49.9 Intersection LOS: D
Intersection Capacity Utilization 81.7% ICU Level of Service D
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 59: 42nd Avenue & Washington Street
Existing 2009 PM Peak Hour
62: 41st Avenue & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 61
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 75
Storage Lanes 1 0 0 1
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor
Frt 0.889 0.995
Flt Protected 0.991 0.950
Satd. Flow (prot) 1625 0 5011 0 1752 5036
Flt Permitted 0.991 0.950
Satd. Flow (perm) 1625 0 5011 0 1752 5036
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 1565 2644 1877
Travel Time (s) 35.6 60.1 42.7
Volume (vph) 11 51 1246 41 32 1360
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.74 0.74 0.90 0.90 0.89 0.89
Growth Factor 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 19 90 1814 60 47 2002
Lane Group Flow (vph) 109 0 1874 0 47 2002
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 49.4% ICU Level of Service A
Analysis Period (min) 15
Existing 2009 PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 62
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 150 0 150 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.854 0.961 0.998 0.997
Flt Protected 0.950 0.969 0.950 0.950
Satd. Flow (prot) 1752 1534 0 0 1705 0 1752 5023 0 1752 5017 0
Flt Permitted 0.730 0.540 0.950 0.950
Satd. Flow (perm) 1347 1534 0 0 950 0 1752 5023 0 1752 5017 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 354 12 3 4
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 671 359 1877 715
Travel Time (s) 15.3 8.2 42.7 16.3
Volume (vph) 28 6 238 17 2 8 83 1156 17 22 1137 21
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.88 0.88 0.88 0.84 0.84 0.84 0.95 0.95 0.95 0.93 0.93 0.93
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 42 9 354 27 3 12 114 1594 23 31 1602 30
Lane Group Flow (vph) 42 363 0 0 42 0 114 1617 0 31 1632 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 2 6
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 23.0 23.0 0.0 23.0 23.0 0.0 21.0 36.0 0.0 21.0 36.0 0.0
Total Split (%) 28.8% 28.8% 0.0% 28.8% 28.8% 0.0% 26.3% 45.0% 0.0% 26.3% 45.0% 0.0%
Maximum Green (s) 18.0 18.0 18.0 18.0 16.0 31.0 16.0 31.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 10.5 10.5 10.5 25.5 32.0 25.5 32.0
Actuated g/C Ratio 0.13 0.13 0.13 0.32 0.40 0.32 0.40
v/c Ratio 0.24 0.71 0.31 0.20 0.80 0.06 0.81
Control Delay 32.3 12.4 28.7 37.5 11.0 19.7 20.5
Existing 2009 PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 63
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 32.3 12.4 28.7 37.5 11.0 19.7 20.5
LOS C B C D B B C
Approach Delay 14.4 28.7 12.8 20.5
Approach LOS B C B C
Queue Length 50th (ft) 20 4 14 53 266 7 306
Queue Length 95th (ft) 42 64 36 m64 m274 m8 m323
Internal Link Dist (ft) 591 279 1797 635
Turn Bay Length (ft) 100 150 150
Base Capacity (vph) 320 634 235 558 2011 558 2009
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.13 0.57 0.18 0.20 0.80 0.06 0.81
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 39 (49%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 16.5 Intersection LOS: B
Intersection Capacity Utilization 67.1% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 64: Harris Lane & Washington Street
Existing 2009 PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 64
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 0 125 225 150 0 200 200
Storage Lanes 2 0 1 1 2 0 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 0.97 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.99 0.97 1.00 0.97
Frt 0.959 0.850 0.996 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3337 0 1752 3505 1568 3400 5013 0 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3337 0 1752 3505 1526 3400 5013 0 3400 5036 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 60 132 4 545
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 328 351 715 811
Travel Time (s) 7.5 8.0 16.3 18.4
Volume (vph) 488 348 129 59 191 171 201 913 22 168 1025 504
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.88 0.88 0.88 0.94 0.94 0.94 0.92 0.92 0.92
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 703 501 186 88 284 255 280 1272 31 239 1460 718
Lane Group Flow (vph) 703 687 0 88 284 255 280 1303 0 239 1460 718
Turn Type Split Split Perm Prot Prot Perm
Protected Phases 4 4 8 8 5 2 1 6
Permitted Phases 8 6
Detector Phases 4 4 88852 166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 21.0 11.0 28.0 0.0 10.0 27.0 27.0
Total Split (%) 26.3% 26.3% 0.0% 26.3% 26.3% 26.3% 13.8% 35.0% 0.0% 12.5% 33.8% 33.8%
Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 6.0 23.0 5.0 22.0 22.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 17.0 17.0 13.7 13.7 13.7 9.7 24.6 8.7 23.6 23.6
Actuated g/C Ratio 0.21 0.21 0.17 0.17 0.17 0.12 0.31 0.11 0.30 0.30
v/c Ratio 0.97 0.91 0.29 0.47 0.69 0.68 0.84 0.64 0.98 0.86
Control Delay 60.5 46.2 30.4 32.0 24.7 26.9 26.9 48.6 40.8 16.7
Existing 2009 PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 65
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 60.5 46.2 30.4 32.0 24.7 26.9 26.9 48.6 40.8 16.7
LOS ED CCCCC DDB
Approach Delay 53.4 28.8 26.9 34.4
Approach LOS DCCC
Queue Length 50th (ft) 180 163 39 67 56 42 264 56 ~166 41
Queue Length 95th (ft) #291 #265 74 97 123 m#103 #315 m#121 #361 m#284
Internal Link Dist (ft) 248 271 635 731
Turn Bay Length (ft) 175 125 225 150 200 200
Base Capacity (vph) 723 756 372 745 428 413 1543 371 1484 834
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.97 0.91 0.24 0.38 0.60 0.68 0.84 0.64 0.98 0.86
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 3 (4%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.98
Intersection Signal Delay: 36.2 Intersection LOS: D
Intersection Capacity Utilization 73.8% ICU Level of Service D
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 66: Country Club Drive & Washington Street
Existing 2009 PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 66
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 0 0 150 0
Storage Lanes 1 2 0 0 0 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.95 0.95 0.88 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99
Frt 0.850 0.963
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 1665 1665 2760 00004817 0 3400 5036 0
Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 1665 1665 2702 00004817 0 3400 5036 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 160 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 503 681 811 556
Travel Time (s) 11.4 15.5 18.4 12.6
Volume (vph) 165 0 646 00001262 418 142 971 0
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.97 0.97 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 177 0 695 00001301 431 154 1055 0
Lane Group Flow (vph) 89 88 695 00001732 0 154 1055 0
Turn Type Split Perm Prot
Protected Phases 4 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 30.0 30.0 30.0 0.0 0.0 0.0 0.0 40.0 0.0 10.0 50.0 0.0
Total Split (%) 37.5% 37.5% 37.5% 0.0% 0.0% 0.0% 0.0% 50.0% 0.0% 12.5% 62.5% 0.0%
Maximum Green (s) 25.0 25.0 25.0 35.0 5.0 45.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 22.2 22.2 22.2 38.4 7.4 49.8
Actuated g/C Ratio 0.28 0.28 0.28 0.48 0.09 0.62
v/c Ratio 0.19 0.19 0.80 0.73 0.49 0.34
Control Delay 21.6 21.6 27.7 13.5 34.7 11.3
Existing 2009 PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 67
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 21.6 21.6 27.7 13.5 34.7 11.3
LOS C C C B C B
Approach Delay 26.5 13.5 14.3
Approach LOS C B B
Queue Length 50th (ft) 34 33 137 129 31 118
Queue Length 95th (ft) 68 67 199 m178 m48 m171
Internal Link Dist (ft) 423 601 731 476
Turn Bay Length (ft) 175 175 150
Base Capacity (vph) 541 541 986 2381 314 3133
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.16 0.16 0.70 0.73 0.49 0.34
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 75 (94%), Referenced to phase 6:SBT, Start of Green
Natural Cycle: 50
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 16.7 Intersection LOS: B
Intersection Capacity Utilization 59.9% ICU Level of Service B
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 69: I-10 EB Off-Ramp & Washington Street
Existing 2009 PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 68
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 275 275 200 0 125 0
Storage Lanes 1 0 2 1 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.98 0.99 0.97 0.97 1.00
Frt 0.891 0.939 0.850 0.850 0.974
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3062 0 3400 3118 1427 3400 5036 1568 3400 4883 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3062 0 3400 3118 1389 3400 5036 1526 3400 4883 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 146 92 100 692 52
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 441 793 556 2019
Travel Time (s) 10.0 18.0 12.6 45.9
Volume (vph) 10 45 121 484 88 126 283 546 596 141 444 92
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.67 0.67 0.67 0.86 0.86 0.86 0.97 0.97 0.97 0.92 0.92 0.92
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 20 88 237 737 134 192 382 737 805 201 632 131
Lane Group Flow (vph) 20 325 0 737 226 100 382 737 805 201 763 0
Turn Type Prot Prot Perm Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2
Detector Phases 7 4 38852216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 22.0 34.0 34.0 14.0 28.0 28.0 9.0 23.0 0.0
Total Split (%) 11.3% 26.3% 0.0% 27.5% 42.5% 42.5% 17.5% 35.0% 35.0% 11.3% 28.8% 0.0%
Maximum Green (s) 4.0 16.0 17.0 29.0 29.0 9.0 23.0 23.0 4.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 5.0 11.0 18.0 29.4 29.4 14.3 25.1 25.1 9.8 20.6
Actuated g/C Ratio 0.06 0.14 0.22 0.37 0.37 0.18 0.31 0.31 0.12 0.26
v/c Ratio 0.18 0.59 0.96 0.19 0.17 0.63 0.47 0.84 0.48 0.59
Control Delay 39.6 21.7 48.9 13.2 8.2 38.6 14.6 15.0 38.1 26.8
Existing 2009 PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 69
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 3.8 0.0 0.0
Total Delay 39.6 21.7 48.9 13.2 8.2 38.6 14.6 18.8 38.1 26.8
LOS DC DBADBBDC
Approach Delay 22.7 37.5 21.1 29.2
Approach LOS CDCC
Queue Length 50th (ft) 10 43 164 30 10 76 80 76 47 117
Queue Length 95th (ft) 23 47 m#274 m43 m21 m#145 109 #468 #94 157
Internal Link Dist (ft) 361 713 476 1939
Turn Bay Length (ft) 200 275 275 200 125
Base Capacity (vph) 110 766 765 1260 597 610 1583 954 417 1297
Starvation Cap Reductn 0 0 000008800
Spillback Cap Reductn 0 0 00000000
Storage Cap Reductn 0 0 00000000
Reduced v/c Ratio 0.18 0.42 0.96 0.18 0.17 0.63 0.47 0.93 0.48 0.59
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 35 (44%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.96
Intersection Signal Delay: 27.1 Intersection LOS: C
Intersection Capacity Utilization 73.8% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 72: Varner Road & Washington Street
Existing 2009 PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 70
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 200 0 150 0 0
Storage Lanes 1 2 2100
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 00000
Turning Speed (mph) 9 9 15 15 9 15 9
Lane Util. Factor 0.91 1.00 1.00 0.97 0.95 0.97 1.00 1.00 1.00
Ped Bike Factor 0.97 0.97
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 5036 0 1568 3400 3505 3400 1568 0 0
Flt Permitted 0.950 0.950
Satd. Flow (perm) 5036 0 1526 3400 3505 3400 1526 0 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 327 125
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 793 871 1130 947
Travel Time (s) 18.0 19.8 25.7 21.5
Volume (vph) 553 0 242 62 486 872 85 0 0
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.97 0.97 0.97 0.91 0.91 0.86 0.86 0.92 0.92
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 747 0 327 89 700 1328 129 0 0
Lane Group Flow (vph) 747 0 327 89 700 1328 129 0 0
Turn Type Perm Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 4 2
Detector Phases 4 43822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 9.0 21.0 21.0 21.0
Total Split (s) 24.0 0.0 24.0 10.0 34.0 46.0 46.0 0.0 0.0
Total Split (%) 30.0% 0.0% 30.0% 12.5% 42.5% 57.5% 57.5% 0.0% 0.0%
Maximum Green (s) 19.0 19.0 5.0 29.0 41.0 41.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode C-Max C-Max None C-Max None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 25.4 25.4 7.0 34.2 37.8 37.8
Actuated g/C Ratio 0.32 0.32 0.09 0.43 0.47 0.47
v/c Ratio 0.47 0.46 0.30 0.47 0.83 0.16
Control Delay 20.3 5.4 37.4 18.6 23.1 2.7
Existing 2009 PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 71
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 20.3 5.4 37.4 18.6 23.1 2.7
LOS C ADBCA
Approach Delay 15.8 20.7 21.3
Approach LOS B C C
Queue Length 50th (ft) 114 17 21 131 273 1
Queue Length 95th (ft) m154 m37 44 192 303 22
Internal Link Dist (ft) 713 791 1050 867
Turn Bay Length (ft) 200 150
Base Capacity (vph) 1599 708 296 1500 1785 861
Starvation Cap Reductn 0 00000
Spillback Cap Reductn 0 00000
Storage Cap Reductn 0 00000
Reduced v/c Ratio 0.47 0.46 0.30 0.47 0.74 0.15
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 59 (74%), Referenced to phase 4:EBT and 8:WBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 19.4 Intersection LOS: B
Intersection Capacity Utilization 59.9% ICU Level of Service B
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 75: Varner Road & I-10 WB Off-Ramp
Existing 2009 PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 72
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 125 0 0 0 50 50
Storage Lanes 1 1 1 0 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 0.96 1.00 0.97
Frt 0.850 0.993 0.850
Flt Protected 0.950 0.950 0.955 0.950 0.950
Satd. Flow (prot) 1752 5036 1568 1752 4990 0 0 1762 1845 1665 1665 1568
Flt Permitted 0.950 0.950 0.955 0.950 0.950
Satd. Flow (perm) 1752 5036 1498 1752 4990 0 0 1762 1845 1665 1665 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 21 10 34
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1603 1835 347 441
Travel Time (s) 36.4 41.7 7.9 10.0
Volume (vph) 16 970 23 4 709 36 13 1 0 26 0 20
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.79 0.79 0.79 0.99 0.99 0.99 0.58 0.58 0.58 0.77 0.77 0.77
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 27 1608 38 5 938 48 29 2 0 44 0 34
Lane Group Flow (vph) 27 1608 38 5 986 0 0 31 0 22 22 34
Turn Type Prot Perm Prot Split Perm Split Perm
Protected Phases 7 4 3 8 5 5 2 2
Permitted Phases 4 5 2
Detector Phases 74438 555222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 9.0 29.0 29.0 9.0 29.0 0.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 11.3% 36.3% 36.3% 11.3% 36.3% 0.0% 26.3% 26.3% 26.3% 26.3% 26.3% 26.3%
Maximum Green (s) 4.0 24.0 24.0 4.0 24.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None Max Max Max Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 000000
Act Effct Green (s) 5.0 32.2 32.2 5.0 30.4 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.06 0.40 0.40 0.06 0.38 0.21 0.21 0.21 0.21
v/c Ratio 0.25 0.79 0.06 0.05 0.52 0.08 0.06 0.06 0.10
Control Delay 50.9 11.8 1.5 36.2 21.0 26.1 25.8 25.8 10.3
Existing 2009 PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 73
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 50.9 11.8 1.5 36.2 21.0 26.1 25.8 25.8 10.3
LOS D B A D C C C C B
Approach Delay 12.2 21.0 26.1 19.0
Approach LOS B C C B
Queue Length 50th (ft) 12 20 0 2 123 13 9 9 0
Queue Length 95th (ft) m16 #271 m3 13 194 22 24 24 17
Internal Link Dist (ft) 1523 1755 267 361
Turn Bay Length (ft) 100 100 125 50 50
Base Capacity (vph) 110 2027 616 110 1903 374 354 354 351
Starvation Cap Reductn 00000 0 000
Spillback Cap Reductn 00000 0 000
Storage Cap Reductn 00000 0 000
Reduced v/c Ratio 0.25 0.79 0.06 0.05 0.52 0.08 0.06 0.06 0.10
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 40 (50%), Referenced to phase 6:, Start of Green
Natural Cycle: 80
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 15.7 Intersection LOS: B
Intersection Capacity Utilization 61.2% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 80: Fred Waring Drive & Palm Royale Drive
Existing 2009 PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 74
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 325 200 500 0 0 0 0 0
Storage Lanes 1 1 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 0.97 1.00 0.99 0.99
Frt 0.850 0.990 0.924 0.937
Flt Protected 0.950 0.950 0.981 0.982
Satd. Flow (prot) 1752 5036 1568 1752 4977 0 0 3134 0 0 3189 0
Flt Permitted 0.950 0.950 0.783 0.785
Satd. Flow (perm) 1752 5036 1526 1752 4977 0 0 2501 0 0 2549 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 80 20 130 62
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1018 1285 1032 476
Travel Time (s) 23.1 29.2 23.5 10.8
Volume (vph) 44 1190 56 100 908 64 67 19 88 36 22 42
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.98 0.98 0.98 0.89 0.89 0.89 0.89 0.89 0.89
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 63 1694 80 134 1214 86 99 28 130 53 32 62
Lane Group Flow (vph) 63 1694 80 134 1300 0 0 257 0 0 147 0
Turn Type Prot Perm Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2
Detector Phases 74438 22 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 12.0 40.0 40.0 17.0 45.0 0.0 23.0 23.0 0.0 23.0 23.0 0.0
Total Split (%) 15.0% 50.0% 50.0% 21.3% 56.3% 0.0% 28.8% 28.8% 0.0% 28.8% 28.8% 0.0%
Maximum Green (s) 7.0 35.0 35.0 12.0 40.0 18.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 7.7 37.6 37.6 11.4 43.4 19.0 19.0
Actuated g/C Ratio 0.10 0.47 0.47 0.14 0.54 0.24 0.24
v/c Ratio 0.38 0.72 0.11 0.53 0.48 0.37 0.23
Control Delay 35.0 17.2 5.1 58.3 1.9 14.3 15.7
Existing 2009 PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 75
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 35.0 17.2 5.1 58.3 1.9 14.3 15.7
LOS D B A E A B B
Approach Delay 17.3 7.2 14.3 15.7
Approach LOS BABB
Queue Length 50th (ft) 27 197 8 73 12 26 17
Queue Length 95th (ft) m46 203 m11 m117 23 57 41
Internal Link Dist (ft) 938 1205 952 396
Turn Bay Length (ft) 325 200 500
Base Capacity (vph) 175 2364 759 285 2709 693 653
Starvation Cap Reductn 00000 0 0
Spillback Cap Reductn 00000 0 0
Storage Cap Reductn 00000 0 0
Reduced v/c Ratio 0.36 0.72 0.11 0.47 0.48 0.37 0.23
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 3 (4%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 13.1 Intersection LOS: B
Intersection Capacity Utilization 77.4% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 83: SR-111 & La Quinta Center
Existing 2009 PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 76
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 425 0 475 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 1.00 1.00 0.99 1.00
Frt 0.993 0.991 0.938 0.984
Flt Protected 0.950 0.950 0.978 0.962
Satd. Flow (prot) 1752 4996 0 1752 4985 0 0 3173 0 0 3307 0
Flt Permitted 0.950 0.950 0.758 0.858
Satd. Flow (perm) 1752 4996 0 1752 4985 0 0 2459 0 0 2949 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 22 29 111 27
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1266 1018 562 414
Travel Time (s) 28.8 23.1 12.8 9.4
Volume (vph) 68 1075 51 59 887 54 73 22 68 155 21 21
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.80 0.80 0.80 0.85 0.85 0.85
Growth Factor 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131% 131%
Adj. Flow (vph) 95 1498 71 80 1198 73 120 36 111 239 32 32
Lane Group Flow (vph) 95 1569 0 80 1271 0 0 267 0 0 303 0
Turn Type Prot Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 2 2
Detector Phases 7 4 3 8 2 2 2 2
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 10.0 10.0 0.0 10.0 10.0 0.0
Total Split (%) 22.5% 52.5% 0.0% 22.5% 52.5% 0.0% 25.0% 25.0% 0.0% 25.0% 25.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 5.0 5.0 5.0 5.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None C-Max C-Max C-Max C-Max
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 5.0 19.4 5.0 19.4 7.2 7.2
Actuated g/C Ratio 0.12 0.48 0.12 0.48 0.18 0.18
v/c Ratio 0.43 0.64 0.37 0.52 0.50 0.99dl
Control Delay 25.0 7.4 26.1 7.2 13.5 20.0
Existing 2009 PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 77
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 25.0 7.4 26.1 7.2 13.5 20.0
LOS CA CA B C
Approach Delay 8.4 8.3 13.5 20.0
Approach LOS A A B C
Queue Length 50th (ft) 35 130 34 77 16 31
Queue Length 95th (ft) m42 m205 68 93 35 #60
Internal Link Dist (ft) 1186 938 482 334
Turn Bay Length (ft) 425 475
Base Capacity (vph) 219 2439 219 2437 531 550
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.43 0.64 0.37 0.52 0.50 0.55
Intersection Summary
Area Type: Other
Cycle Length: 40
Actuated Cycle Length: 40
Offset: 12 (30%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.64
Intersection Signal Delay: 9.7 Intersection LOS: A
Intersection Capacity Utilization 60.9% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Splits and Phases: 85: SR-111 & Simon Drive
Existing 2009 PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 78
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.97 1.00 1.00
Frt 0.920 0.850 0.998 0.990
Flt Protected 0.985 0.964 0.950 0.950
Satd. Flow (prot) 0 1645 0 0 1778 1568 1752 5024 0 1752 4977 0
Flt Permitted 0.865 0.561 0.950 0.950
Satd. Flow (perm) 0 1445 0 0 1035 1526 1752 5024 0 1752 4977 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 96 304 2 17
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 699 313 671 2114
Travel Time (s) 15.9 7.1 15.3 48.0
Volume (vph) 90 33 181 90 29 280 81 1131 12 210 1395 98
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Growth Factor 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100% 100%
Adj. Flow (vph) 98 36 197 98 32 304 88 1229 13 228 1516 107
Lane Group Flow (vph) 0 331 0 0 130 304 88 1242 0 228 1623 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 4
Detector Phases 4 4 44452 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 29.0 29.0 0.0 29.0 29.0 29.0 13.0 30.0 0.0 21.0 38.0 0.0
Total Split (%) 36.3% 36.3% 0.0% 36.3% 36.3% 36.3% 16.3% 37.5% 0.0% 26.3% 47.5% 0.0%
Maximum Green (s) 24.0 24.0 24.0 24.0 24.0 8.0 25.0 16.0 33.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 18.3 18.3 18.3 9.0 34.2 15.5 42.8
Actuated g/C Ratio 0.23 0.23 0.23 0.11 0.43 0.19 0.54
v/c Ratio 0.82 0.55 0.52 0.44 0.58 0.67 0.61
Control Delay 30.1 34.4 6.3 33.2 16.3 53.3 5.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 30.1 34.4 6.3 33.2 16.3 53.3 5.7
Existing 2009 PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Existing PM Peak Hour Synchro 6 Report
VRPA Technologies Page 79
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
LOS C C A C B D A
Approach Delay 30.1 14.7 17.4 11.6
Approach LOS C B B B
Queue Length 50th (ft) 59 54 0 24 194 126 39
Queue Length 95th (ft) 108 101 53 m40 260 m191 87
Internal Link Dist (ft) 619 233 591 2034
Turn Bay Length (ft)
Base Capacity (vph) 518 323 686 207 2151 377 2672
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.64 0.40 0.44 0.43 0.58 0.60 0.61
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 80
Offset: 50 (63%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.82
Intersection Signal Delay: 15.4 Intersection LOS: B
Intersection Capacity Utilization 69.0% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 94: Channel Drive & Washington Street
No Build
No Build 2015 PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 200 200 0 300 200 300 150
Storage Lanes 1 1 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99 0.98 0.98
Frt 0.850 0.955 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3322 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1529 1752 3322 0 3400 5036 1530 3400 5036 1529
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 100 142 76
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2632 1220 1091 2684
Travel Time (s) 59.8 27.7 24.8 61.0
Volume (vph) 41 633 499 123 593 252 342 788 122 284 774 63
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.90 0.90 0.90 0.86 0.86 0.86 0.83 0.83 0.83
Adj. Flow (vph) 49 754 594 137 659 280 398 916 142 342 933 76
Lane Group Flow (vph) 49 754 594 137 939 0 398 916 142 342 933 76
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 25.0 25.0 11.0 27.0 0.0 14.0 21.0 21.0 13.0 20.0 20.0
Total Split (%) 12.9% 35.7% 35.7% 15.7% 38.6% 0.0% 20.0% 30.0% 30.0% 18.6% 28.6% 28.6%
Maximum Green (s) 4.0 20.0 20.0 6.0 22.0 9.0 16.0 16.0 8.0 15.0 15.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None None Max Max
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 5.0 20.2 20.2 7.0 25.9 10.0 17.0 17.0 9.0 16.0 16.0
Actuated g/C Ratio 0.07 0.29 0.29 0.10 0.37 0.14 0.25 0.25 0.13 0.23 0.23
v/c Ratio 0.40 0.74 0.86 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Control Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
LOS DCCEC DCADCA
Approach Delay 26.5 26.6 30.6 33.3
Approach LOS CCCC
Queue Length 50th (ft) 21 151 99 59 172 87 133 0 74 139 0
Queue Length 95th (ft) 49 192 #243 #147 #248 #142 167 35 #116 166 26
Internal Link Dist (ft) 2552 1140 1011 2604
Turn Bay Length (ft) 200 200 200 300 200 300 150
Base Capacity (vph) 121 1052 700 177 1304 492 1237 483 442 1165 412
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.40 0.72 0.85 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Intersection Summary
Area Type: Other
Cycle Length: 70
Actuated Cycle Length: 69.2
Natural Cycle: 70
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 29.4 Intersection LOS: C
Intersection Capacity Utilization 66.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Avenue 48 & Jefferson Street
No Build 2015 PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 100 225 100 200 100 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.98 0.98 0.98
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1530 3400 5036 1530 3400 5036 1530 3400 5036 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 188 217 213 220
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1265 1319 2632 886
Travel Time (s) 28.8 30.0 59.8 20.1
Volume (vph) 157 1118 201 216 789 182 200 681 322 249 858 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.90 0.90 0.90 0.84 0.84 0.84 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Lane Group Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 22.0 22.0 10.0 21.0 21.0 10.0 23.0 23.0 10.0 23.0 23.0
Total Split (%) 16.9% 33.8% 33.8% 15.4% 32.3% 32.3% 15.4% 35.4% 35.4% 15.4% 35.4% 35.4%
Maximum Green (s) 6.0 17.0 17.0 5.0 16.0 16.0 5.0 18.0 18.0 5.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max None Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 18.0 18.0 6.0 17.0 17.0 6.0 19.0 19.0 6.0 19.0 19.0
Actuated g/C Ratio 0.11 0.28 0.28 0.09 0.26 0.26 0.09 0.29 0.29 0.09 0.29 0.29
v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Control Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
LOS CCADCADCBECA
Approach Delay 29.0 27.2 21.9 26.6
Approach LOS CCCC
Queue Length 50th (ft) 34 172 10 52 123 0 43 88 42 56 118 6
Queue Length 95th (ft) 61 #251 57 #97 150 37 #87 121 116 #119 158 53
Internal Link Dist (ft) 1185 1239 2552 806
Turn Bay Length (ft) 225 100 225 100 200 100 200 100
Base Capacity (vph) 366 1395 560 314 1317 560 314 1472 598 314 1472 603
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 26.4 Intersection LOS: C
Intersection Capacity Utilization 63.4% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 6: Fred Waring Drive & Jefferson Street
No Build 2015 PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 5
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 0 0 200
Storage Lanes 1 0 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 0.97 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor 0.99
Frt 0.850 0.974
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 1568 4879 0 1752 5036
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 1568 4879 0 1752 5036
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 243 59
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2592 902 2717
Travel Time (s) 58.9 20.5 61.8
Volume (vph) 619 224 1712 358 440 1713
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 673 243 1861 389 478 1862
Lane Group Flow (vph) 673 243 2250 0 478 1862
Turn Type Prot Prot
Protected Phases 4 4 2 1 6
Permitted Phases
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 22.0 22.0 49.0 0.0 29.0 78.0
Total Split (%) 22.0% 22.0% 49.0% 0.0% 29.0% 78.0%
Maximum Green (s) 17.0 17.0 44.0 24.0 73.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 18.0 18.0 45.0 25.0 74.0
Actuated g/C Ratio 0.18 0.18 0.45 0.25 0.74
v/c Ratio 1.10 0.50 1.01 1.09 0.50
Control Delay 106.0 8.8 49.0 106.9 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 6
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 106.0 8.8 49.0 106.9 5.9
LOS F A D F A
Approach Delay 80.2 49.0 26.5
Approach LOS F D C
Queue Length 50th (ft) ~252 0 ~516 ~346 150
Queue Length 95th (ft) #364 65 #644 #542 177
Internal Link Dist (ft) 2512 822 2637
Turn Bay Length (ft) 225 200
Base Capacity (vph) 612 482 2228 438 3727
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 1.10 0.50 1.01 1.09 0.50
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 100
Natural Cycle: 100
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 44.6 Intersection LOS: D
Intersection Capacity Utilization 93.3% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: Avenue 48 & Washington Street
No Build 2015 PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 1000 150 150 200 125 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 305 273 106 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2635 1603 3324 2303
Travel Time (s) 59.9 36.4 75.5 52.3
Volume (vph) 354 1235 611 255 866 296 545 1376 181 557 1700 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 385 1342 664 277 941 322 592 1496 197 605 1848 239
Lane Group Flow (vph) 385 1342 664 277 941 322 592 1496 197 605 1848 239
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 17.0 32.0 32.0 13.0 28.0 28.0 22.0 41.0 41.0 24.0 43.0 43.0
Total Split (%) 15.5% 29.1% 29.1% 11.8% 25.5% 25.5% 20.0% 37.3% 37.3% 21.8% 39.1% 39.1%
Maximum Green (s) 12.0 27.0 27.0 8.0 23.0 23.0 17.0 36.0 36.0 19.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 13.0 28.0 28.0 9.0 24.0 24.0 18.0 37.0 37.0 20.0 39.0 39.0
Actuated g/C Ratio 0.12 0.25 0.25 0.08 0.22 0.22 0.16 0.34 0.34 0.18 0.35 0.35
v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.59 1.06 0.88 0.34 0.98 1.04 0.40
Control Delay 84.4 78.6 82.7 90.0 39.2 17.5 80.8 35.1 15.2 78.4 49.6 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 84.4 78.6 82.7 90.0 39.2 17.5 80.8 35.1 15.2 78.4 49.6 7.1
LOS FEFFDBFDBEDA
Approach Delay 80.6 43.8 45.2 52.3
Approach LOS F D D D
Queue Length 50th (ft) 141 ~378 ~354 89 245 124 ~229 397 91 197 ~523 37
Queue Length 95th (ft) #237 #473 #581 #183 #309 217 m#301 m454 m95 #329 #598 m21
Internal Link Dist (ft) 2555 1523 3244 2223
Turn Bay Length (ft) 400 1000 150 150 200 125 200 100
Base Capacity (vph) 402 1282 614 278 1099 544 556 1694 581 618 1785 596
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.59 1.06 0.88 0.34 0.98 1.04 0.40
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 94 (85%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.08
Intersection Signal Delay: 56.6 Intersection LOS: E
Intersection Capacity Utilization 92.9% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Fred Waring Drive & Washington Street
No Build 2015 PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 200 0 300 250 175 200
Storage Lanes 2 1 2 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.850 0.971 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3505 1568 3400 3382 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3505 1517 3400 3382 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 461 31 173 203
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 840 1276 2684 2668
Travel Time (s) 19.1 29.0 61.0 60.6
Volume (vph) 269 1111 456 107 1030 247 399 462 159 448 589 187
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 292 1208 496 116 1120 268 434 502 173 487 640 203
Lane Group Flow (vph) 292 1208 496 116 1388 0 434 502 173 487 640 203
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 47.0 47.0 21.0 47.0 0.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 42.7% 42.7% 19.1% 42.7% 0.0% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 42.0 42.0 16.0 42.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 000000
Act Effct Green (s) 17.0 43.0 43.0 17.0 43.0 17.0 17.0 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.15 0.39 0.39 0.15 0.39 0.15 0.15 0.15 0.15 0.15 0.15
v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Control Delay 66.2 18.2 2.5 42.0 67.0 59.5 48.0 10.4 51.1 48.1 17.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 66.2 18.2 2.5 42.0 67.0 59.5 48.0 10.4 51.1 48.1 17.6
LOS EBADE EDBDDB
Approach Delay 21.3 65.1 46.6 44.6
Approach LOS C E D D
Queue Length 50th (ft) 113 75 1 37 ~549 155 123 0 128 178 71
Queue Length 95th (ft) m159 #161 25 64 #688 #230 162 61 #267 #224 109
No Build 2015 PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 760 1196 2604 2588
Turn Bay Length (ft) 250 200 300 250 175 200
Base Capacity (vph) 525 1370 874 525 1341 525 778 381 525 778 406
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 56 (51%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 105
Control Type: Pretimed
Maximum v/c Ratio: 1.04
Intersection Signal Delay: 42.3 Intersection LOS: D
Intersection Capacity Utilization 83.7% ICU Level of Service E
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 13: SR-111 & Jefferson Street
No Build 2015 PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 11
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850
Storage Length (ft) 350 225 550 0 450 175 225 0
Storage Lanes 2 1 2 0 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 0.99 0.97 1.00
Frt 0.850 0.941 0.850 0.982
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3310 4903 1527 3310 4556 0 3310 4903 1527 3310 4796 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3310 4903 1478 3310 4556 0 3310 4903 1478 3310 4796 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 305 153 138 23
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 930 1266 2658 671
Travel Time (s) 21.1 28.8 60.4 15.3
Volume (vph) 309 1263 572 180 852 549 422 898 135 680 1318 180
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 336 1373 622 196 926 597 459 976 147 739 1433 196
Lane Group Flow (vph) 336 1373 622 196 1523 0 459 976 147 739 1629 0
Turn Type Prot Perm Prot Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2
Detector Phases 74438 52216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 15.0 32.0 32.0 21.0 38.0 0.0 18.0 28.0 28.0 29.0 39.0 0.0
Total Split (%) 13.6% 29.1% 29.1% 19.1% 34.5% 0.0% 16.4% 25.5% 25.5% 26.4% 35.5% 0.0%
Maximum Green (s) 10.0 27.0 27.0 16.0 33.0 13.0 23.0 23.0 24.0 34.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000 00 0
Act Effct Green (s) 11.0 32.1 32.1 12.9 34.0 14.0 24.0 24.0 25.0 35.0
Actuated g/C Ratio 0.10 0.29 0.29 0.12 0.31 0.13 0.22 0.22 0.23 0.32
v/c Ratio 1.02 0.96 0.96 0.51 1.06dr 1.09 0.91 0.34 0.98 1.06
Control Delay 82.0 42.6 39.9 59.3 42.1 115.7 55.5 9.5 50.1 69.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 12
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 82.0 42.6 39.9 59.3 42.1 115.7 55.5 9.5 50.1 69.3
LOS FDDED FEADE
Approach Delay 47.6 44.0 68.7 63.3
Approach LOS D D E E
Queue Length 50th (ft) ~123 369 345 74 ~153 ~188 247 5 282 ~469
Queue Length 95th (ft) m#154 m#466 m#388 m110 #472 #291 #328 58 m#381 m#565
Internal Link Dist (ft) 850 1186 2578 591
Turn Bay Length (ft) 350 225 550 450 175 225
Base Capacity (vph) 331 1432 648 512 1514 421 1070 430 752 1542
Starvation Cap Reductn 00000 00000
Spillback Cap Reductn 00000 00000
Storage Cap Reductn 00000 00000
Reduced v/c Ratio 1.02 0.96 0.96 0.38 1.01 1.09 0.91 0.34 0.98 1.06
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 103 (94%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.09
Intersection Signal Delay: 55.6 Intersection LOS: E
Intersection Capacity Utilization 95.1% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 14: SR-111 & Washington Street
No Build 2015 PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 150 150 0 0 125 0
Storage Lanes 1 0 1 1 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 1.00 0.98 0.99 0.98
Frt 0.995 0.850 0.966 0.850
Flt Protected 0.950 0.950 0.993 0.950 0.963
Satd. Flow (prot) 1752 3483 0 1752 3505 1568 0 1753 0 1665 1688 1568
Flt Permitted 0.950 0.950 0.993 0.950 0.963
Satd. Flow (perm) 1752 3483 0 1752 3505 1530 0 1753 0 1665 1688 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 5 342 21 258
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2592 2628 875 3025
Travel Time (s) 58.9 59.7 19.9 68.8
Volume (vph) 148 466 16 9 428 315 19 85 35 455 60 240
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.84 0.84 0.84 0.93 0.93 0.93
Adj. Flow (vph) 154 485 17 10 465 342 23 101 42 489 65 258
Lane Group Flow (vph) 154 502 0 10 465 342 0 166 0 270 284 258
Turn Type Prot Prot Perm Split Split Perm
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 8 1
Detector Phases 7 4 38822 111
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 9.0 21.0 21.0 21.0
Total Split (s) 11.0 23.0 0.0 9.0 21.0 21.0 12.0 12.0 0.0 21.0 21.0 21.0
Total Split (%) 16.9% 35.4% 0.0% 13.8% 32.3% 32.3% 18.5% 18.5% 0.0% 32.3% 32.3% 32.3%
Maximum Green (s) 6.0 18.0 4.0 16.0 16.0 7.0 7.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 7.0 23.9 5.0 14.6 14.6 7.9 17.0 17.0 17.0
Actuated g/C Ratio 0.11 0.38 0.07 0.23 0.23 0.13 0.27 0.27 0.27
v/c Ratio 0.78 0.38 0.08 0.57 0.55 0.69 0.60 0.62 0.43
Control Delay 58.0 15.5 31.3 24.1 6.5 41.2 26.9 27.5 5.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 14
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 58.0 15.5 31.3 24.1 6.5 41.2 26.9 27.5 5.5
LOS EB CCA D CCA
Approach Delay 25.5 16.8 41.2 20.3
Approach LOS C B D C
Queue Length 50th (ft) 59 65 4 82 0 54 94 101 0
Queue Length 95th (ft) #153 126 17 123 55 #124 174 183 49
Internal Link Dist (ft) 2512 2548 795 2945
Turn Bay Length (ft) 200 150 150 125
Base Capacity (vph) 197 1333 126 919 654 242 453 459 604
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.78 0.38 0.08 0.51 0.52 0.69 0.60 0.62 0.43
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 62.6
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 22.0 Intersection LOS: C
Intersection Capacity Utilization 51.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 17: Avenue 48 & Adams Street
No Build 2015 PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 15
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 100 0 100 0 100 100
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.989 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3455 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1526 1752 3455 0 1752 1845 1526 1752 1845 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 56 10 127 37
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1822 2648 2644 683
Travel Time (s) 41.4 60.2 60.1 15.5
Volume (vph) 23 665 65 130 789 60 353 117 117 142 137 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 25 723 71 141 858 65 384 127 127 154 149 37
Lane Group Flow (vph) 25 723 71 141 923 0 384 127 127 154 149 37
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 24.0 24.0 11.0 26.0 0.0 23.0 28.0 28.0 17.0 22.0 22.0
Total Split (%) 11.3% 30.0% 30.0% 13.8% 32.5% 0.0% 28.8% 35.0% 35.0% 21.3% 27.5% 27.5%
Maximum Green (s) 4.0 19.0 19.0 6.0 21.0 18.0 23.0 23.0 12.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 5.0 20.4 20.4 7.1 28.3 18.3 19.0 19.0 11.2 12.0 12.0
Actuated g/C Ratio 0.07 0.29 0.29 0.10 0.40 0.26 0.27 0.27 0.15 0.16 0.16
v/c Ratio 0.22 0.72 0.15 0.80 0.67 0.85 0.26 0.25 0.57 0.50 0.13
Control Delay 39.9 29.7 10.0 68.9 24.6 47.1 23.5 6.0 38.5 33.8 10.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 16
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 39.9 29.7 10.0 68.9 24.6 47.1 23.5 6.0 38.5 33.8 10.5
LOS DCAEC DCADCB
Approach Delay 28.3 30.5 34.2 33.4
Approach LOS CCCC
Queue Length 50th (ft) 11 160 5 65 169 168 47 0 65 63 0
Queue Length 95th (ft) 36 #261 37 #176 #356 #345 90 37 129 116 23
Internal Link Dist (ft) 1742 2568 2564 603
Turn Bay Length (ft) 100 100 100 100 100 100
Base Capacity (vph) 116 1004 477 176 1380 468 587 572 304 420 376
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.22 0.72 0.15 0.80 0.67 0.82 0.22 0.22 0.51 0.35 0.10
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 71.1
Natural Cycle: 80
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.85
Intersection Signal Delay: 31.0 Intersection LOS: C
Intersection Capacity Utilization 69.0% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: Fred Waring Drive & Adams Street
No Build 2015 PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 17
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 200 400 150 150 150 150 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.98 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1536 3400 3505 1521 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 224 129 67 187
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1285 1329 3025 2276
Travel Time (s) 29.2 30.2 68.8 51.7
Volume (vph) 235 1394 233 137 1190 158 217 325 62 304 380 172
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 255 1515 253 149 1293 172 236 353 67 330 413 187
Lane Group Flow (vph) 255 1515 253 149 1293 172 236 353 67 330 413 187
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 21.0 21.0
Total Split (s) 21.0 48.0 48.0 16.0 43.0 43.0 20.0 22.0 22.0 24.0 26.0 26.0
Total Split (%) 19.1% 43.6% 43.6% 14.5% 39.1% 39.1% 18.2% 20.0% 20.0% 21.8% 23.6% 23.6%
Maximum Green (s) 16.0 43.0 43.0 11.0 38.0 38.0 15.0 17.0 17.0 19.0 21.0 21.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 14.2 45.5 45.5 10.5 41.8 41.8 13.5 21.6 21.6 16.4 24.5 24.5
Actuated g/C Ratio 0.13 0.41 0.41 0.10 0.38 0.38 0.12 0.20 0.20 0.15 0.22 0.22
v/c Ratio 0.58 0.73 0.33 0.46 0.68 0.26 0.57 0.51 0.19 0.65 0.53 0.39
Control Delay 40.3 21.4 7.8 39.2 27.0 12.7 50.7 43.4 11.2 44.9 39.8 8.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 18
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 40.3 21.4 7.8 39.2 27.0 12.7 50.7 43.4 11.2 44.9 39.8 8.4
LOS DCADCBDDBDDA
Approach Delay 22.1 26.6 42.7 35.3
Approach LOS CCDD
Queue Length 50th (ft) 70 333 74 41 312 72 81 118 0 117 141 8
Queue Length 95th (ft) 106 410 115 m56 376 m95 120 173 39 160 197 67
Internal Link Dist (ft) 1205 1249 2945 2196
Turn Bay Length (ft) 575 200 400 150 150 150 150 150
Base Capacity (vph) 525 2084 759 371 1913 663 495 687 352 618 781 483
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.49 0.73 0.33 0.40 0.68 0.26 0.48 0.51 0.19 0.53 0.53 0.39
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 19 (17%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.73
Intersection Signal Delay: 28.4 Intersection LOS: C
Intersection Capacity Utilization 66.2% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 19: SR-111 & Adams Street
No Build 2015 PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 275 0 150 0 0 0 150 0
Storage Lanes 2 0 1 0 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 0.97 1.00 1.00
Ped Bike Factor 0.99 0.97
Frt 0.956 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1524
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 119 131
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2628 2632 570 2692
Travel Time (s) 59.7 59.8 13.0 61.2
Volume (vph) 80 803 0 0 721 299 0 0 0 456 0 124
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.95 0.95 0.95 0.92 0.92 0.92 0.92 0.92 0.92 0.95 0.95 0.95
Adj. Flow (vph) 84 845 0 0 784 325 0 0 0 480 0 131
Lane Group Flow (vph) 84 845 0 0 1109 00004800131
Turn Type Prot Prot Split Prot custom
Protected Phases 7 4 3 8 2 2 1
Permitted Phases 1
Detector Phases 7 4 3 8 2 2 1 1
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 26.0 0.0 9.0 26.0 0.0 10.0 10.0 0.0 15.0 0.0 15.0
Total Split (%) 15.0% 43.3% 0.0% 15.0% 43.3% 0.0% 16.7% 16.7% 0.0% 25.0% 0.0% 25.0%
Maximum Green (s) 4.0 21.0 4.0 21.0 5.0 5.0 10.0 10.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 5.1 23.8 19.2 10.7 10.7
Actuated g/C Ratio 0.11 0.55 0.45 0.25 0.25
v/c Ratio 0.23 0.43 0.71 0.57 0.27
Control Delay 22.2 6.0 12.3 19.0 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 22.2 6.0 12.3 19.0 5.9
LOS C A B B A
Approach Delay 7.4 12.3
Approach LOS A B
Queue Length 50th (ft) 11 53 115 65 0
Queue Length 95th (ft) 28 78 177 105 33
Internal Link Dist (ft) 2548 2552 490 2612
Turn Bay Length (ft) 275 150
Base Capacity (vph) 370 2087 1684 892 496
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.23 0.40 0.66 0.54 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 42.9
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 11.5 Intersection LOS: B
Intersection Capacity Utilization 60.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 22: Avenue 48 & Dune Palms Road
No Build 2015 PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 21
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 150 0 0
Storage Lanes 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0000
Turning Speed (mph) 9 15 15 9
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Ped Bike Factor 1.00 0.97
Frt 0.983 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3434 0 1752 3505 1752 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3434 0 1752 3505 1752 1523
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 24 221
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2648 1375 2640
Travel Time (s) 60.2 31.3 60.0
Volume (vph) 1298 168 151 1098 166 186
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.80 0.80 0.78 0.78
Adj. Flow (vph) 1545 200 189 1372 213 238
Lane Group Flow (vph) 1745 0 189 1372 213 238
Turn Type Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 2
Detector Phases 4 3822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 9.0 21.0 21.0 21.0
Total Split (s) 53.0 0.0 16.0 69.0 21.0 21.0
Total Split (%) 58.9% 0.0% 17.8% 76.7% 23.3% 23.3%
Maximum Green (s) 48.0 11.0 64.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode Max None Max None None
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 49.3 11.8 65.1 15.1 15.1
Actuated g/C Ratio 0.56 0.13 0.74 0.17 0.17
v/c Ratio 0.90 0.81 0.53 0.71 0.53
Control Delay 26.0 64.2 6.1 48.0 10.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 22
Lane Group EBT EBR WBL WBT NBL NBR
Total Delay 26.0 64.2 6.1 48.0 10.8
LOS C E A D B
Approach Delay 26.0 13.2 28.4
Approach LOS C B C
Queue Length 50th (ft) 446 106 156 113 8
Queue Length 95th (ft) 494 #178 163 158 45
Internal Link Dist (ft) 2568 1295 2560
Turn Bay Length (ft) 150
Base Capacity (vph) 1929 238 2585 331 467
Starvation Cap Reductn 0 0000
Spillback Cap Reductn 0 0000
Storage Cap Reductn 0 0000
Reduced v/c Ratio 0.90 0.79 0.53 0.64 0.51
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 88.2
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 21.0 Intersection LOS: C
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 23: Fred Waring Drive & Dune Palms Road
No Build 2015 PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 23
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 150 550 150 150 175 200 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 3505 1517 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 84 119 154 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1333 1760 2692 3853
Travel Time (s) 30.3 40.0 61.2 87.6
Volume (vph) 166 1620 123 137 1258 153 91 155 142 164 202 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Lane Group Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 22.0 52.0 52.0 14.0 44.0 44.0 12.0 22.0 22.0 22.0 32.0 32.0
Total Split (%) 20.0% 47.3% 47.3% 12.7% 40.0% 40.0% 10.9% 20.0% 20.0% 20.0% 29.1% 29.1%
Maximum Green (s) 17.0 47.0 47.0 9.0 39.0 39.0 7.0 17.0 17.0 17.0 27.0 27.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 00000
Act Effct Green (s) 11.2 47.3 47.3 9.7 45.8 45.8 8.0 25.1 25.1 11.9 29.0 29.0
Actuated g/C Ratio 0.10 0.43 0.43 0.09 0.42 0.42 0.07 0.23 0.23 0.11 0.26 0.26
v/c Ratio 0.52 0.81 0.19 0.50 0.65 0.24 0.40 0.21 0.33 0.48 0.24 0.27
Control Delay 56.0 19.2 3.5 41.6 27.5 11.3 53.8 36.4 8.2 50.2 33.0 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 24
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 56.0 19.2 3.5 41.6 27.5 11.3 53.8 36.4 8.2 50.2 33.0 7.1
LOS EBADCBDDADCA
Approach Delay 21.3 27.2 30.2 32.2
Approach LOS CCCC
Queue Length 50th (ft) 51 441 23 45 320 54 35 51 0 61 65 0
Queue Length 95th (ft) m58 501 m25 m73 394 m98 62 85 55 95 98 48
Internal Link Dist (ft) 1253 1680 2612 3773
Turn Bay Length (ft) 150 150 550 150 150 175 200 150
Base Capacity (vph) 556 2198 709 309 2098 701 251 800 465 556 925 501
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.32 0.80 0.19 0.48 0.65 0.24 0.39 0.21 0.33 0.32 0.24 0.27
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 9 (8%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 85
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 25.4 Intersection LOS: C
Intersection Capacity Utilization 66.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 24: SR-111 & Dune Palms Road
No Build 2015 PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 25
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 0 150 0 150 150
Storage Lanes 1 0 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.873 0.940 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 2976 0 1752 3252 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 2976 0 1752 3252 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 200 32 18 80
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2656 1279 1256 2632
Travel Time (s) 60.4 29.1 28.5 59.8
Volume (vph) 193 35 191 14 24 16 107 1019 16 9 1163 99
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.73 0.73 0.73 0.50 0.50 0.50 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 264 48 262 28 48 32 120 1145 18 10 1307 111
Lane Group Flow (vph) 264 310 0 28 80 0 120 1145 18 10 1307 111
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 32.0 43.0 0.0 12.0 23.0 0.0 14.0 44.0 44.0 11.0 41.0 41.0
Total Split (%) 29.1% 39.1% 0.0% 10.9% 20.9% 0.0% 12.7% 40.0% 40.0% 10.0% 37.3% 37.3%
Maximum Green (s) 27.0 38.0 7.0 18.0 9.0 39.0 39.0 6.0 36.0 36.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 21.8 43.8 7.5 25.2 9.4 48.8 48.8 6.7 37.6 37.6
Actuated g/C Ratio 0.20 0.40 0.07 0.23 0.09 0.44 0.44 0.06 0.34 0.34
v/c Ratio 0.76 0.24 0.24 0.10 0.41 0.51 0.03 0.05 0.76 0.19
Control Delay 55.4 9.1 53.3 23.8 53.5 29.3 15.4 49.1 35.8 10.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 26
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 55.4 9.1 53.3 23.8 53.5 29.3 15.4 49.1 35.8 10.1
LOS EA DC DCBDDB
Approach Delay 30.4 31.4 31.4 33.9
Approach LOS CCCC
Queue Length 50th (ft) 176 27 19 14 47 215 2 3 300 15
Queue Length 95th (ft) 194 36 27 15 77 344 m14 12 352 54
Internal Link Dist (ft) 2576 1199 1176 2552
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 446 1305 127 769 309 2234 683 216 1722 571
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.59 0.24 0.22 0.10 0.39 0.51 0.03 0.05 0.76 0.19
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 18 (16%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 32.3 Intersection LOS: C
Intersection Capacity Utilization 53.2% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 27: Miles Avenue & Jefferson Street
No Build 2015 PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 27
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 200 200 275
Storage Lanes 1 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.98 0.97 0.97
Frt 0.960 0.906 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3336 0 3400 3112 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3336 0 3400 3112 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 42 197 153 92
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4499 3481 3324 2114
Travel Time (s) 102.3 79.1 75.5 48.0
Volume (vph) 145 303 110 107 127 211 130 1490 183 350 2000 87
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 158 329 120 116 138 229 141 1620 199 380 2174 95
Lane Group Flow (vph) 158 449 0 116 367 0 141 1620 199 380 2174 95
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 15.0 26.0 0.0 10.0 21.0 0.0 16.0 43.0 43.0 31.0 58.0 58.0
Total Split (%) 13.6% 23.6% 0.0% 9.1% 19.1% 0.0% 14.5% 39.1% 39.1% 28.2% 52.7% 52.7%
Maximum Green (s) 10.0 21.0 5.0 16.0 11.0 38.0 38.0 26.0 53.0 53.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 11.0 22.0 6.0 17.0 11.6 40.2 40.2 25.8 54.4 54.4
Actuated g/C Ratio 0.10 0.20 0.05 0.15 0.11 0.37 0.37 0.23 0.49 0.49
v/c Ratio 0.90 0.64 0.63 0.57 0.76 0.88 0.31 0.92 0.87 0.12
Control Delay 96.5 41.2 66.4 23.3 48.4 33.8 13.2 76.1 15.4 0.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 28
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Total Delay 96.5 41.2 66.4 23.3 48.4 33.8 13.2 76.1 15.4 0.3
LOS FD EC DCBEBA
Approach Delay 55.6 33.6 32.8 23.6
Approach LOS E C C C
Queue Length 50th (ft) 112 140 42 57 87 424 66 246 112 0
Queue Length 95th (ft) #236 195 #77 106 m82 m403 m61 m#363 230 m0
Internal Link Dist (ft) 4419 3401 3244 2034
Turn Bay Length (ft) 200 200 150 200 200 275
Base Capacity (vph) 175 701 185 648 191 1840 652 430 2489 797
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.90 0.64 0.63 0.57 0.74 0.88 0.31 0.88 0.87 0.12
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 102 (93%), Referenced to phase 2:SET and 6:NWT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 31.0 Intersection LOS: C
Intersection Capacity Utilization 82.9% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 28: Miles Avenue & Washington Street
No Build 2015 PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 29
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 0.99 0.99 1.00 1.00
Frt 0.959 0.962 0.979 0.989
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3340 0 1752 3352 0 1752 3420 0 1752 3461 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3340 0 1752 3352 0 1752 3420 0 1752 3461 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 88 65 30 13
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 3481 2620 2613 2644
Travel Time (s) 79.1 59.5 59.4 60.1
Volume (vph) 44 383 142 55 168 58 96 573 92 49 530 41
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 47 407 151 62 189 65 104 623 100 54 582 45
Lane Group Flow (vph) 47 558 0 62 254 0 104 723 0 54 627 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 17.3 5.0 17.3 5.0 19.3 5.0 17.3
Actuated g/C Ratio 0.09 0.32 0.09 0.32 0.09 0.35 0.09 0.32
v/c Ratio 0.31 0.50 0.41 0.23 0.67 0.59 0.36 0.57
Control Delay 31.7 15.8 34.8 12.4 50.5 18.3 33.1 19.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 30
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 31.7 15.8 34.8 12.4 50.5 18.3 33.1 19.1
LOS CB CB DB CB
Approach Delay 17.1 16.8 22.3 20.2
Approach LOS B B C C
Queue Length 50th (ft) 16 74 22 27 38 117 19 101
Queue Length 95th (ft) 44 117 54 51 #107 173 49 150
Internal Link Dist (ft) 3401 2540 2533 2564
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 151 1121 151 1109 156 1227 151 1108
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.31 0.50 0.41 0.23 0.67 0.59 0.36 0.57
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 54.6
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.67
Intersection Signal Delay: 19.7 Intersection LOS: B
Intersection Capacity Utilization 54.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 29: Miles Avenue & Adams Street
No Build 2015 PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 31
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 0 125 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 1.00 1.00 1.00 1.00
Frt 0.971 0.984 0.972 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 50 21 47 29
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2620 2656 1383 2640
Travel Time (s) 59.5 60.4 31.4 60.0
Volume (vph) 58 392 96 63 193 23 73 308 72 5 228 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.72 0.72 0.72 0.88 0.88 0.88 0.87 0.87 0.87 0.94 0.94 0.94
Adj. Flow (vph) 81 544 133 72 219 26 84 354 83 5 243 38
Lane Group Flow (vph) 81 677 0 72 245 0 84 437 0 5 281 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 19.0 5.0 17.3 5.0 22.4 5.1 17.3
Actuated g/C Ratio 0.09 0.34 0.08 0.31 0.09 0.40 0.08 0.31
v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Control Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 32
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
LOS DB DB DB CB
Approach Delay 20.6 21.0 17.3 15.6
Approach LOS C C B B
Queue Length 50th (ft) 29 104 26 32 30 45 2 36
Queue Length 95th (ft) 52 115 #66 56 #79 92 10 64
Internal Link Dist (ft) 2540 2576 1303 2560
Turn Bay Length (ft) 200 200 150 125
Base Capacity (vph) 151 1177 147 1073 151 1377 140 1073
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 56.4
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 19.0 Intersection LOS: B
Intersection Capacity Utilization 48.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 30: Miles Avenue & Dune Palms Road
No Build 2015 PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 33
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 200 400 0 75 75 125 0
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.96 1.00 0.95 0.95
Frt 0.850 0.999 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3501 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.800 0.800
Satd. Flow (perm) 1752 3505 1508 1752 3501 0 1476 1845 1494 1476 1845 1494
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 57 2 91 151
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1414 4473 454 2121
Travel Time (s) 32.1 101.7 10.3 48.2
Volume (vph) 188 1939 56 69 1334 10 45 39 70 4 20 138
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.98 0.98 0.98 0.95 0.95 0.95 0.77 0.77 0.77 0.88 0.88 0.88
Adj. Flow (vph) 192 1979 57 73 1404 11 58 51 91 5 23 157
Lane Group Flow (vph) 192 1979 57 73 1415 0 58 51 91 5 23 157
Turn Type Prot Perm Prot Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2 2 2
Detector Phases 74438 222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 13.0 42.0 42.0 9.0 38.0 0.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (%) 21.7% 70.0% 70.0% 15.0% 63.3% 0.0% 15.0% 15.0% 15.0% 15.0% 15.0% 15.0%
Maximum Green (s) 8.0 37.0 37.0 4.0 33.0 4.0 4.0 4.0 4.0 4.0 4.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 9.0 44.9 44.9 5.0 36.7 5.0 5.0 5.0 5.0 5.0 5.0
Actuated g/C Ratio 0.15 0.74 0.74 0.08 0.60 0.08 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Control Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 34
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
LOS DBADB DCBCCB
Approach Delay 13.3 12.3 27.2 19.0
Approach LOS B B C B
Queue Length 50th (ft) 67 265 0 26 173 21 18 0282
Queue Length 95th (ft) #156 #425 10 #71 243 44 39 26 10 26 #58
Internal Link Dist (ft) 1334 4393 374 2041
Turn Bay Length (ft) 400 200 400 75 75 125
Base Capacity (vph) 259 2582 1126 137 2108 118 148 204 118 148 259
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 61
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 13.9 Intersection LOS: B
Intersection Capacity Utilization 77.8% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 32: SR-111 & Miles Avenue
No Build 2015 PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 35
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 150 400 0 100 0 100 0
Storage Lanes 2 1 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.978 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 4902 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 4902 0 1752 1845 1517 1752 1845 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 145 39 140 71
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1329 1333 571 343
Travel Time (s) 30.2 30.3 13.0 7.8
Volume (vph) 92 1652 229 234 1335 232 224 36 184 190 53 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.94 0.94 0.94 0.84 0.84 0.84 0.92 0.92 0.92
Adj. Flow (vph) 101 1815 252 249 1420 247 267 43 219 207 58 71
Lane Group Flow (vph) 101 1815 252 249 1667 0 267 43 219 207 58 71
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 48.0 48.0 14.0 51.0 0.0 26.0 27.0 27.0 21.0 22.0 22.0
Total Split (%) 10.0% 43.6% 43.6% 12.7% 46.4% 0.0% 23.6% 24.5% 24.5% 19.1% 20.0% 20.0%
Maximum Green (s) 6.0 43.0 43.0 9.0 46.0 21.0 22.0 22.0 16.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 44.0 44.0 10.0 47.0 20.4 23.8 23.8 16.2 19.6 19.6
Actuated g/C Ratio 0.06 0.40 0.40 0.09 0.43 0.19 0.22 0.22 0.15 0.18 0.18
v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.82 0.11 0.50 0.80 0.18 0.22
Control Delay 64.4 25.2 6.4 54.4 27.9 63.9 36.2 18.9 68.2 41.2 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 36
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 64.4 25.2 6.4 54.4 27.9 63.9 36.2 18.9 68.2 41.2 11.3
LOS ECADC EDBEDB
Approach Delay 24.8 31.4 43.0 51.5
Approach LOS CCDD
Queue Length 50th (ft) 30 419 69 73 442 179 25 47 142 36 0
Queue Length 95th (ft) m47 481 m90 #147 484 #256 52 106 #254 75 40
Internal Link Dist (ft) 1249 1253 491 263
Turn Bay Length (ft) 400 150 400 100 100
Base Capacity (vph) 216 2014 694 309 2117 350 399 438 271 329 329
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.76 0.11 0.50 0.76 0.18 0.22
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 70 (64%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 31.1 Intersection LOS: C
Intersection Capacity Utilization 67.7% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 33: SR-111 & La Quinta Drive
No Build 2015 PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 37
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 100 200 0 250 0
Storage Lanes 0 0 0 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.965 0.850 0.994
Flt Protected 0.987 0.959 0.950 0.950
Satd. Flow (prot) 0 1742 0 0 1769 1568 1752 4995 0 1752 5035 0
Flt Permitted 0.987 0.959 0.950 0.950
Satd. Flow (perm) 0 1742 0 0 1769 1517 1752 4995 0 1752 5035 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 11 87 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 300 677 2717 2658
Travel Time (s) 6.8 15.4 61.8 60.4
Volume (vph) 6 12 6 59 10 74 14 1520 65 36 2098 5
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.57 0.57 0.57 0.85 0.85 0.85 0.92 0.92 0.92 0.82 0.82 0.82
Adj. Flow (vph) 11 21 11 69 12 87 15 1652 71 44 2559 6
Lane Group Flow (vph) 0 43 0 0 81 87 15 1723 0 44 2565 0
Turn Type Split Split Perm Prot Prot
Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 7
Detector Phases 4 4 77752 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 21.0 9.0 57.0 0.0 11.0 59.0 0.0
Total Split (%) 19.1% 19.1% 0.0% 19.1% 19.1% 19.1% 8.2% 51.8% 0.0% 10.0% 53.6% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 4.0 52.0 6.0 54.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 8.6 10.9 10.9 5.1 64.6 7.0 67.6
Actuated g/C Ratio 0.08 0.11 0.11 0.05 0.66 0.07 0.69
v/c Ratio 0.28 0.41 0.36 0.17 0.53 0.37 0.74
Control Delay 37.3 44.4 12.9 50.6 12.2 52.1 14.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 38
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 37.3 44.4 12.9 50.6 12.2 52.1 14.8
LOS D D B D B D B
Approach Delay 37.3 28.1 12.6 15.5
Approach LOS D C B B
Queue Length 50th (ft) 18 46 0 9 239 26 331
Queue Length 95th (ft) 30 88 38 31 338 58 521
Internal Link Dist (ft) 220 597 2637 2578
Turn Bay Length (ft) 100 200 250
Base Capacity (vph) 280 292 323 86 3279 122 3460
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.15 0.28 0.27 0.17 0.53 0.36 0.74
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 98.4
Natural Cycle: 110
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 15.0 Intersection LOS: B
Intersection Capacity Utilization 58.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 35: Avenue 47 & Washington Street
No Build 2015 PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 39
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.875 0.956 0.999 0.992
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1571 0 1752 1747 0 1752 5029 0 1752 4985 0
Flt Permitted 0.740 0.685 0.950 0.950
Satd. Flow (perm) 1365 1571 0 1264 1747 0 1752 5029 0 1752 4985 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 93 8 4 22
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5249 1348 2668 1328
Travel Time (s) 119.3 30.6 60.6 30.2
Volume (vph) 64 16 80 8 15 6 93 1113 10 4 1226 73
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.86 0.86 0.86 0.79 0.79 0.79 0.86 0.86 0.86 0.80 0.80 0.80
Adj. Flow (vph) 74 19 93 10 19 8 108 1294 12 5 1532 91
Lane Group Flow (vph) 74 112 0 10 27 0 108 1306 0 5 1623 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 12.0 12.0 0.0 12.0 12.0 0.0 13.0 34.0 0.0 9.0 30.0 0.0
Total Split (%) 21.8% 21.8% 0.0% 21.8% 21.8% 0.0% 23.6% 61.8% 0.0% 16.4% 54.5% 0.0%
Maximum Green (s) 7.0 7.0 7.0 7.0 8.0 29.0 4.0 25.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 7.7 7.7 7.7 7.7 8.3 40.4 5.3 34.4
Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.15 0.73 0.10 0.63
v/c Ratio 0.39 0.37 0.06 0.11 0.41 0.35 0.03 0.52
Control Delay 23.7 10.2 21.2 17.9 23.0 3.4 28.0 3.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 40
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 23.7 10.2 21.2 17.9 23.0 3.4 28.0 3.2
LOS CB CB CA CA
Approach Delay 15.6 18.8 4.9 3.2
Approach LOS BBAA
Queue Length 50th (ft) 19 5 3 6 31 26 3 99
Queue Length 95th (ft) m68 54 12 20 m57 m165 m5 8
Internal Link Dist (ft) 5169 1268 2588 1248
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 199 308 184 261 287 3695 169 3126
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.36 0.05 0.10 0.38 0.35 0.03 0.52
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 21 (38%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 45
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 4.8 Intersection LOS: A
Intersection Capacity Utilization 51.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 38: Westward Ho Drive & Jefferson Street
No Build 2015 PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 41
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 100
Storage Lanes 1 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95
Ped Bike Factor 0.97 0.99
Frt 0.850 0.975
Flt Protected 0.950 0.950
Satd. Flow (prot) 1752 1568 3387 0 1752 3505
Flt Permitted 0.950 0.950
Satd. Flow (perm) 1752 1517 3387 0 1752 3505
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 89 28
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 5249 2276 2613
Travel Time (s) 119.3 51.7 59.4
Volume (vph) 104 58 774 155 104 731
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.65 0.65 0.89 0.89 0.82 0.82
Adj. Flow (vph) 160 89 870 174 127 891
Lane Group Flow (vph) 160 89 1044 0 127 891
Turn Type Perm Prot
Protected Phases 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 29.0 29.0 55.0 0.0 26.0 81.0
Total Split (%) 26.4% 26.4% 50.0% 0.0% 23.6% 73.6%
Maximum Green (s) 24.0 24.0 50.0 21.0 76.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 15.5 15.5 68.6 13.9 86.5
Actuated g/C Ratio 0.14 0.14 0.62 0.13 0.79
v/c Ratio 0.65 0.31 0.49 0.57 0.32
Control Delay 50.0 12.6 4.6 54.8 4.1
Queue Delay 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 42
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 50.0 12.6 4.6 54.8 4.1
LOS D B A D A
Approach Delay 36.6 4.6 10.4
Approach LOS D A B
Queue Length 50th (ft) 108 9 45 86 75
Queue Length 95th (ft) 120 15 66 127 113
Internal Link Dist (ft) 5169 2196 2533
Turn Bay Length (ft) 150 100
Base Capacity (vph) 398 414 2123 350 2757
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.40 0.21 0.49 0.36 0.32
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 75 (68%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 10.6 Intersection LOS: B
Intersection Capacity Utilization 50.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 41: Westward Ho Drive & Adams Street
No Build 2015 PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 43
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 350 150 250 150 100 0 50 0
Storage Lanes 2 1 2 1 1 1 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.95 0.95 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.871
Flt Protected 0.950 0.950 0.950 0.965 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 1665 1691 1568 1752 1558 0
Flt Permitted 0.950 0.950 0.950 0.965 0.950
Satd. Flow (perm) 3400 5036 1538 3400 5036 1517 1665 1691 1522 1752 1558 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 250 46 196 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1760 840 1007 753
Travel Time (s) 40.0 19.1 22.9 17.1
Volume (vph) 239 1582 362 252 1364 58 263 44 180 101 20 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 260 1720 393 274 1483 63 286 48 196 110 22 136
Lane Group Flow (vph) 260 1720 393 274 1483 63 163 171 196 110 158 0
Turn Type Prot Perm Prot Perm Split Perm Split
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 4 8 2
Detector Phases 74438822211
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 18.0 51.0 51.0 18.0 51.0 51.0 23.0 23.0 23.0 18.0 18.0 0.0
Total Split (%) 16.4% 46.4% 46.4% 16.4% 46.4% 46.4% 20.9% 20.9% 20.9% 16.4% 16.4% 0.0%
Maximum Green (s) 13.0 46.0 46.0 13.0 46.0 46.0 18.0 18.0 18.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None C-Max C-Max None None None None None None None None
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 13.4 52.2 52.2 13.5 52.3 52.3 16.1 16.1 16.1 12.1 12.1
Actuated g/C Ratio 0.12 0.47 0.47 0.12 0.48 0.48 0.15 0.15 0.15 0.11 0.11
v/c Ratio 0.62 0.72 0.46 0.66 0.62 0.08 0.67 0.69 0.50 0.57 0.54
Control Delay 70.8 10.5 1.9 36.5 33.6 16.8 57.5 58.8 10.5 57.9 18.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 44
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.8 10.5 1.9 36.5 33.6 16.8 57.5 58.8 10.5 57.9 18.1
LOS EBADCBEEBEB
Approach Delay 15.6 33.5 40.6 34.4
Approach LOS B C D C
Queue Length 50th (ft) 100 86 0 99 310 11 114 121 0 74 14
Queue Length 95th (ft) m129 172 m6 m111 m323 m17 187 195 63 132 77
Internal Link Dist (ft) 1680 760 927 673
Turn Bay Length (ft) 350 150 250 150 100 50
Base Capacity (vph) 439 2391 861 441 2395 746 288 292 425 223 317
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.59 0.72 0.46 0.62 0.62 0.08 0.57 0.59 0.46 0.49 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 85 (77%), Referenced to phase 4:EBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 25.8 Intersection LOS: C
Intersection Capacity Utilization 71.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 42: SR-111 & Depot Drive
No Build 2015 PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 45
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 100 0 100 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.99 1.00 1.00
Frt 0.850 0.920 0.995 0.996
Flt Protected 0.950 0.981 0.950 0.950
Satd. Flow (prot) 1752 1533 0 0 1643 0 1752 5005 0 1752 5011 0
Flt Permitted 0.706 0.903 0.950 0.950
Satd. Flow (perm) 1302 1533 0 0 1512 0 1752 5005 0 1752 5011 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 193 46 10 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 407 583 1328 1256
Travel Time (s) 9.3 13.3 30.2 28.5
Volume (vph) 3 0 19 26 1 38 23 1156 38 50 1229 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.70 0.70 0.70 0.83 0.83 0.83 0.96 0.96 0.96 0.82 0.82 0.82
Adj. Flow (vph) 4 0 27 31 1 46 24 1204 40 61 1499 41
Lane Group Flow (vph) 4 27 0 0 78 0 24 1244 0 61 1540 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 0.0 9.0 24.0 0.0 10.0 25.0 0.0
Total Split (%) 38.2% 38.2% 0.0% 38.2% 38.2% 0.0% 16.4% 43.6% 0.0% 18.2% 45.5% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 4.0 19.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.0 8.0 8.0 7.4 36.7 8.5 42.3
Actuated g/C Ratio 0.15 0.15 0.15 0.13 0.67 0.15 0.77
v/c Ratio 0.02 0.07 0.30 0.10 0.37 0.23 0.40
Control Delay 19.0 0.4 14.2 30.6 3.9 27.7 4.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 46
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 19.0 0.4 14.2 30.6 3.9 27.7 4.3
LOS BA BCACA
Approach Delay 2.8 14.2 4.4 5.2
Approach LOS ABAA
Queue Length 50th (ft) 1 0 9 12 86 40 55
Queue Length 95th (ft) 6 0 34 m32 20 m56 148
Internal Link Dist (ft) 327 503 1248 1176
Turn Bay Length (ft) 100 100 100
Base Capacity (vph) 402 607 499 235 3345 270 3854
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.01 0.04 0.16 0.10 0.37 0.23 0.40
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 51 (93%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.40
Intersection Signal Delay: 5.1 Intersection LOS: A
Intersection Capacity Utilization 49.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 45: Pebble Beach Drive & Jefferson Street
No Build 2015 PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 47
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 250 550 475 0 0 0 0
Storage Lanes 1 1 1 1 0 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 0 1752 1568 0 1752 1568
Flt Permitted 0.950 0.950 0.748 0.739
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 0 1380 1517 0 1363 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 29 9 39 10
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4473 1886 727 469
Travel Time (s) 101.7 42.9 16.5 10.7
Volume (vph) 6 1970 35 38 1377 9 20 0 28 9 0 6
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.71 0.71 0.71 0.63 0.63 0.63
Adj. Flow (vph) 6 2096 37 39 1420 9 28 0 39 14 0 10
Lane Group Flow (vph) 6 2096 37 39 1420 9 0 28 39 0 14 10
Turn Type Prot Perm Prot Perm Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2 2 2
Detector Phases 744388222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 68.0 68.0 21.0 68.0 68.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 61.8% 61.8% 19.1% 61.8% 61.8% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 63.0 63.0 16.0 63.0 63.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)000000000000
Act Effct Green (s) 6.9 76.8 76.8 8.6 82.6 82.6 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.06 0.70 0.70 0.08 0.75 0.75 0.15 0.15 0.15 0.15
v/c Ratio 0.05 0.86 0.04 0.28 0.54 0.01 0.13 0.15 0.07 0.04
Control Delay 49.2 18.8 3.3 57.0 9.5 1.7 42.0 14.1 40.8 20.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 48
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 49.2 18.8 3.3 57.0 9.5 1.7 42.0 14.1 40.8 20.5
LOS DBAEAA DB DC
Approach Delay 18.6 10.7 25.8 32.3
Approach LOS B B C C
Queue Length 50th (ft) 4 604 2 22 289 1 17 0 9 0
Queue Length 95th (ft) 18 #845 14 m39 537 m2 35 19 19 9
Internal Link Dist (ft) 4393 1806 647 389
Turn Bay Length (ft) 575 250 550 475
Base Capacity (vph) 271 2448 1045 271 2632 1117 213 267 211 243
Starvation Cap Reductn 000000 00 00
Spillback Cap Reductn 000000 00 00
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.02 0.86 0.04 0.14 0.54 0.01 0.13 0.15 0.07 0.04
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:NBSB and 6:, Start of Green, Master Intersection
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 15.7 Intersection LOS: B
Intersection Capacity Utilization 91.1% ICU Level of Service F
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 48: SR-111 & Mountain Cove Drive
No Build 2015 PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 49
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 150 0 0 0 0 0
Storage Lanes 1 1 1 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.866 0.875
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 1752 1551 0 1752 1571 0
Flt Permitted 0.950 0.950 0.616 0.627
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 1136 1551 0 1157 1571 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 104 37 70 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1886 930 408 309
Travel Time (s) 42.9 21.1 9.3 7.0
Volume (vph) 80 1900 92 53 1241 34 89 8 65 70 16 80
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.93 0.93 0.93 0.70 0.70 0.70 0.89 0.89 0.89
Adj. Flow (vph) 95 2262 110 57 1334 37 127 11 93 79 18 90
Lane Group Flow (vph) 95 2262 110 57 1334 37 127 104 0 79 108 0
Turn Type Prot Perm Prot Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2
Detector Phases 74438822 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 16.0 79.0 79.0 9.0 72.0 72.0 22.0 22.0 0.0 22.0 22.0 0.0
Total Split (%) 14.5% 71.8% 71.8% 8.2% 65.5% 65.5% 20.0% 20.0% 0.0% 20.0% 20.0% 0.0%
Maximum Green (s) 11.0 74.0 74.0 4.0 67.0 67.0 17.0 17.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0000 00
Act Effct Green (s) 10.8 76.8 76.8 5.0 71.5 71.5 18.0 18.0 18.0 18.0
Actuated g/C Ratio 0.10 0.70 0.70 0.05 0.65 0.65 0.16 0.16 0.16 0.16
v/c Ratio 0.55 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Control Delay 70.4 9.7 0.2 67.3 12.2 2.8 63.1 19.4 40.4 9.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 50
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.4 9.7 0.2 67.3 12.2 2.8 63.1 19.4 40.4 9.1
LOS EAAEBAEB DA
Approach Delay 11.7 14.1 43.4 22.3
Approach LOS B B D C
Queue Length 50th (ft) 71 44 0 38 458 4 85 21 34 6
Queue Length 95th (ft) m88 50 m0 m36 m443 m3 114 44 m58 m15
Internal Link Dist (ft) 1806 850 328 229
Turn Bay Length (ft) 100 150
Base Capacity (vph) 191 2447 1068 80 2280 978 186 312 189 332
Starvation Cap Reductn 00000000 00
Spillback Cap Reductn 00000000 00
Storage Cap Reductn 00000000 00
Reduced v/c Ratio 0.50 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 43 (39%), Referenced to phase 2:NBSB and 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 14.6 Intersection LOS: B
Intersection Capacity Utilization 79.2% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 51: SR-111 & Channel Drive
No Build 2015 PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 51
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 225 125 200 0 100 50
Storage Lanes 1 0 1 1 1 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 1.00 0.95 0.99 0.97
Frt 0.995 0.850 0.929 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 5003 0 1752 5036 1568 1752 1690 0 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 5003 0 1752 5036 1493 1752 1690 0 1752 1845 1523
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 88 45 36
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2966 2635 2373 721
Travel Time (s) 67.4 59.9 53.9 16.4
Volume (vph) 93 1988 67 55 1253 98 63 68 62 98 109 28
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.87 0.87 0.87 0.88 0.88 0.88 0.78 0.78 0.78 0.78 0.78 0.78
Adj. Flow (vph) 107 2285 77 62 1424 111 81 87 79 126 140 36
Lane Group Flow (vph) 107 2362 0 62 1424 111 81 166 0 126 140 36
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 16.0 48.0 0.0 10.0 42.0 42.0 10.0 21.0 0.0 11.0 22.0 22.0
Total Split (%) 17.8% 53.3% 0.0% 11.1% 46.7% 46.7% 11.1% 23.3% 0.0% 12.2% 24.4% 24.4%
Maximum Green (s) 11.0 43.0 5.0 37.0 37.0 5.0 16.0 6.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 12.0 44.0 6.0 38.0 38.0 6.0 17.0 7.0 18.0 18.0
Actuated g/C Ratio 0.13 0.49 0.07 0.42 0.42 0.07 0.19 0.08 0.20 0.20
v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Control Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
LOS D C E C A E C F C B
Approach Delay 34.9 23.1 42.6 60.8
Approach LOS C C D E
Queue Length 50th (ft) 57 454 35 232 8 46 61 73 69 0
Queue Length 95th (ft) 105 #525 #82 274 36 #94 100 #146 106 19
No Build 2015 PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 52
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 2886 2555 2293 641
Turn Bay Length (ft) 150 225 125 200 100 50
Base Capacity (vph) 234 2450 117 2126 681 117 356 136 369 333
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 3:WBL and 8:WBT, Start of Green
Natural Cycle: 90
Control Type: Pretimed
Maximum v/c Ratio: 0.96
Intersection Signal Delay: 32.9 Intersection LOS: C
Intersection Capacity Utilization 75.4% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 53: Fred Waring Drive & Warner Trail
No Build 2015 PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 53
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 0
Storage Lanes 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50
Trailing Detector (ft) 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00
Ped Bike Factor 0.98 0.99
Frt 0.916 0.949
Flt Protected 0.950 0.970
Satd. Flow (prot) 1752 3505 3144 0 1684 0
Flt Permitted 0.950 0.970
Satd. Flow (perm) 1752 3505 3144 0 1684 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 130 60
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2121 4499 2373
Travel Time (s) 48.2 102.3 53.9
Volume (vph) 33 204 93 118 120 74
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.91 0.91 0.84 0.84
Adj. Flow (vph) 39 243 102 130 143 88
Lane Group Flow (vph) 39 243 232 0 231 0
Turn Type Prot
Protected Phases 7 4 8 6
Permitted Phases
Detector Phases 7 4 8 6
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0
Total Split (s) 10.0 33.0 23.0 0.0 22.0 0.0
Total Split (%) 18.2% 60.0% 41.8% 0.0% 40.0% 0.0%
Maximum Green (s) 5.0 28.0 18.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None Max None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 6.1 28.0 24.4 11.2
Actuated g/C Ratio 0.11 0.59 0.51 0.24
v/c Ratio 0.20 0.12 0.14 0.52
Control Delay 23.0 5.1 5.0 14.9
Queue Delay 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 54
Lane Group EBL EBT WBT WBR SBL SBR
Total Delay 23.0 5.1 5.0 14.9
LOS C A A B
Approach Delay 7.6 5.0 14.9
Approach LOS A A B
Queue Length 50th (ft) 7 11 4 28
Queue Length 95th (ft) 32 29 30 81
Internal Link Dist (ft) 2041 4419 2293
Turn Bay Length (ft) 150
Base Capacity (vph) 199 2179 1678 607
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.20 0.11 0.14 0.38
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 47.5
Natural Cycle: 55
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 9.0 Intersection LOS: A
Intersection Capacity Utilization 38.7% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 54: Miles Avenue & Warner Trail
No Build 2015 PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 55
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 150 150 0 150 0
Storage Lanes 1 0 1 1 1 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 0.91
Ped Bike Factor 0.97 0.97 1.00 1.00
Frt 0.850 0.850 0.997 0.999
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1517 0 1752 1845 1568 1752 5017 0 3400 5028 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 1517 0 1752 1845 1517 1752 5017 0 3400 5028 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 90 88 4 2
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 724 745 2303 1902
Travel Time (s) 16.5 16.9 52.3 43.2
Volume (vph) 20 0 15 30 1 325 9 2001 43 183 2263 21
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.64 0.64 0.64 0.84 0.84 0.84 0.97 0.97 0.97 0.93 0.93 0.93
Adj. Flow (vph) 31 0 23 36 1 387 9 2063 44 197 2433 23
Lane Group Flow (vph) 31 23 0 36 1 387 9 2107 0 197 2456 0
Turn Type Prot Prot Perm Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8
Detector Phases 7 4 38852 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 30.0 0.0 10.0 31.0 31.0 9.0 58.0 0.0 12.0 61.0 0.0
Total Split (%) 8.2% 27.3% 0.0% 9.1% 28.2% 28.2% 8.2% 52.7% 0.0% 10.9% 55.5% 0.0%
Maximum Green (s) 4.0 25.0 5.0 26.0 26.0 4.0 53.0 7.0 56.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 5.0 21.2 12.0 25.7 25.7 5.6 57.8 9.2 69.1
Actuated g/C Ratio 0.05 0.19 0.11 0.23 0.23 0.05 0.53 0.08 0.63
v/c Ratio 0.39 0.06 0.19 0.00 0.92 0.10 0.80 0.69 0.78
Control Delay 65.2 0.3 48.3 31.0 59.6 70.0 8.2 59.9 12.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 56
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 65.2 0.3 48.3 31.0 59.6 70.0 8.2 59.9 12.7
LOS EA DCEEA EB
Approach Delay 37.6 58.6 8.5 16.2
Approach LOS D E A B
Queue Length 50th (ft) 22 0 17 1 210 7 69 67 624
Queue Length 95th (ft) 38 0 55 4 #334 m8 m85 m74 m696
Internal Link Dist (ft) 644 665 2223 1822
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 80 430 191 453 439 90 2636 284 3161
Starvation Cap Reductn 0 0 00000 00
Spillback Cap Reductn 0 0 00000 00
Storage Cap Reductn 0 0 00000 00
Reduced v/c Ratio 0.39 0.05 0.19 0.00 0.88 0.10 0.80 0.69 0.78
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 35 (32%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 16.7 Intersection LOS: B
Intersection Capacity Utilization 74.1% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 55: Mountain View & Washington Street
No Build 2015 PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 57
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 300 0 275 0
Storage Lanes 1 1 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.850 0.938 0.991 0.996
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1845 1568 1752 1707 0 1752 4975 0 1752 5008 0
Flt Permitted 0.565 0.732 0.950 0.950
Satd. Flow (perm) 1042 1845 1517 1350 1707 0 1752 4975 0 1752 5008 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 231 28 14 6
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1273 347 1902 1097
Travel Time (s) 28.9 7.9 43.2 24.9
Volume (vph) 104 29 173 166 58 41 252 2033 128 74 2150 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.75 0.75 0.75 0.74 0.74 0.74 0.96 0.96 0.96 0.85 0.85 0.85
Adj. Flow (vph) 139 39 231 224 78 55 262 2118 133 87 2529 76
Lane Group Flow (vph) 139 39 231 224 133 0 262 2251 0 87 2605 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 1 6 5 2
Permitted Phases 4 4 4
Detector Phases 44444 16 52
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 24.0 24.0 24.0 24.0 24.0 0.0 22.0 65.0 0.0 21.0 64.0 0.0
Total Split (%) 21.8% 21.8% 21.8% 21.8% 21.8% 0.0% 20.0% 59.1% 0.0% 19.1% 58.2% 0.0%
Maximum Green (s) 19.0 19.0 19.0 19.0 19.0 17.0 60.0 16.0 59.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 00 00
Act Effct Green (s) 19.8 19.8 19.8 19.8 19.8 18.1 61.0 17.2 60.1
Actuated g/C Ratio 0.18 0.18 0.18 0.18 0.18 0.16 0.55 0.16 0.55
v/c Ratio 0.74 0.12 0.50 0.92 0.40 0.91 0.81 0.32 0.95
Control Delay 66.9 38.8 9.2 85.9 35.3 80.5 6.8 49.1 23.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 58
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 66.9 38.8 9.2 85.9 35.3 80.5 6.8 49.1 23.2
LOS E D A F D F A D C
Approach Delay 31.6 67.0 14.5 24.0
Approach LOS C E B C
Queue Length 50th (ft) 94 23 0 157 65 199 97 47 674
Queue Length 95th (ft) 134 45 30 #217 97 m#273 106 m46 m608
Internal Link Dist (ft) 1193 267 1822 1017
Turn Bay Length (ft) 175 175 300 275
Base Capacity (vph) 189 335 465 245 333 288 2765 274 2738
Starvation Cap Reductn 00000 00 00
Spillback Cap Reductn 00000 00 00
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.74 0.12 0.50 0.91 0.40 0.91 0.81 0.32 0.95
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 71 (65%), Referenced to phase 6:NBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.95
Intersection Signal Delay: 23.1 Intersection LOS: C
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 57: Ave of the States & Washington Street
No Build 2015 PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 59
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 175 0 300 125 300 100
Storage Lanes 2 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.99 0.97 0.97
Frt 0.935 0.957 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3231 0 3400 3323 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3231 0 3400 3323 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 163 50 143 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1523 1701 1097 2644
Travel Time (s) 34.6 38.7 24.9 60.1
Volume (vph) 357 457 348 438 280 114 285 1686 290 181 1596 225
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.83 0.83 0.83 0.94 0.94 0.94 0.92 0.92 0.92 0.96 0.96 0.96
Adj. Flow (vph) 430 551 419 466 298 121 310 1833 315 189 1662 234
Lane Group Flow (vph) 430 970 0 466 419 0 310 1833 315 189 1662 234
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 25.0 30.0 0.0 21.0 26.0 0.0 22.0 43.0 43.0 16.0 37.0 37.0
Total Split (%) 22.7% 27.3% 0.0% 19.1% 23.6% 0.0% 20.0% 39.1% 39.1% 14.5% 33.6% 33.6%
Maximum Green (s) 20.0 25.0 16.0 21.0 17.0 38.0 38.0 11.0 32.0 32.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 26.0 17.0 24.1 18.0 39.0 39.0 12.0 33.0 33.0
Actuated g/C Ratio 0.17 0.24 0.15 0.22 0.16 0.35 0.35 0.11 0.30 0.30
v/c Ratio 0.74 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Control Delay 51.1 92.2 65.7 37.0 102.7 52.3 13.7 109.0 71.5 5.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 60
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 51.1 92.2 65.7 37.0 102.7 52.3 13.7 109.0 71.5 5.6
LOS D F E D F D B F E A
Approach Delay 79.6 52.1 53.7 67.5
Approach LOS E D D E
Queue Length 50th (ft) 148 ~358 168 123 ~238 ~516 134 123 ~473 6
Queue Length 95th (ft) 181 #420 #257 178 m#356 #616 m167 m#192 #573 m30
Internal Link Dist (ft) 1443 1621 1017 2564
Turn Bay Length (ft) 250 175 300 125 300 100
Base Capacity (vph) 649 888 525 767 287 1785 630 191 1511 518
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.66 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 27 (25%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 63.0 Intersection LOS: E
Intersection Capacity Utilization 96.7% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 59: 42nd Avenue & Washington Street
No Build 2015 PM Peak Hour
62: 41st Avenue & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 61
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 75
Storage Lanes 1 0 0 1
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor
Frt 0.888 0.995
Flt Protected 0.991 0.950
Satd. Flow (prot) 1623 0 5011 0 1752 5036
Flt Permitted 0.991 0.950
Satd. Flow (perm) 1623 0 5011 0 1752 5036
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 1565 2644 1877
Travel Time (s) 35.6 60.1 42.7
Volume (vph) 16 78 1893 63 49 2067
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.74 0.74 0.90 0.90 0.89 0.89
Adj. Flow (vph) 22 105 2103 70 55 2322
Lane Group Flow (vph) 127 0 2173 0 55 2322
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 55.9% ICU Level of Service B
Analysis Period (min) 15
No Build 2015 PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 62
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 150 0 150 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.854 0.962 0.998 0.997
Flt Protected 0.950 0.970 0.950 0.950
Satd. Flow (prot) 1752 1526 0 0 1706 0 1752 5022 0 1752 5016 0
Flt Permitted 0.756 0.499 0.950 0.950
Satd. Flow (perm) 1395 1526 0 0 878 0 1752 5022 0 1752 5016 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 271 14 2 3
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 671 359 1877 715
Travel Time (s) 15.3 8.2 42.7 16.3
Volume (vph) 43 9 362 26 4 12 126 1756 26 34 1727 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.88 0.88 0.88 0.84 0.84 0.84 0.95 0.95 0.95 0.93 0.93 0.93
Adj. Flow (vph) 49 10 411 31 5 14 133 1848 27 37 1857 35
Lane Group Flow (vph) 49 421 0 0 50 0 133 1875 0 37 1892 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 2 6
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 35.0 35.0 0.0 35.0 35.0 0.0 21.0 54.0 0.0 21.0 54.0 0.0
Total Split (%) 31.8% 31.8% 0.0% 31.8% 31.8% 0.0% 19.1% 49.1% 0.0% 19.1% 49.1% 0.0%
Maximum Green (s) 30.0 30.0 30.0 30.0 16.0 49.0 16.0 49.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 18.9 18.9 29.1 50.0 29.1 50.0
Actuated g/C Ratio 0.17 0.17 0.17 0.26 0.45 0.26 0.45
v/c Ratio 0.21 0.87 0.31 0.29 0.82 0.08 0.83
Control Delay 36.8 32.6 32.1 60.7 10.7 44.9 10.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 63
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 36.8 32.6 32.1 60.7 10.7 44.9 10.9
LOS D C C E B D B
Approach Delay 33.0 32.1 14.0 11.6
Approach LOS C C B B
Queue Length 50th (ft) 30 107 22 100 155 25 96
Queue Length 95th (ft) 55 194 47 m112 m247 m30 m127
Internal Link Dist (ft) 591 279 1797 635
Turn Bay Length (ft) 100 150 150
Base Capacity (vph) 393 625 257 464 2284 464 2282
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.67 0.19 0.29 0.82 0.08 0.83
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 17 (15%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.87
Intersection Signal Delay: 15.1 Intersection LOS: B
Intersection Capacity Utilization 76.4% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 64: Harris Lane & Washington Street
No Build 2015 PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 64
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 0 125 225 150 0 200 200
Storage Lanes 2 0 1 1 2 0 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 0.97 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.99 0.97 1.00 0.97
Frt 0.959 0.850 0.996 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3332 0 1752 3505 1568 3400 5012 0 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3332 0 1752 3505 1517 3400 5012 0 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 46 163 4 507
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 328 351 715 811
Travel Time (s) 7.5 8.0 16.3 18.4
Volume (vph) 741 529 196 89 290 260 305 1387 34 255 1558 765
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.88 0.88 0.88 0.94 0.94 0.94 0.92 0.92 0.92
Adj. Flow (vph) 814 581 215 101 330 295 324 1476 36 277 1693 832
Lane Group Flow (vph) 814 796 0 101 330 295 324 1512 0 277 1693 832
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Detector Phases 7 4 38852 166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 31.0 31.0 0.0 21.0 21.0 21.0 15.0 43.0 0.0 15.0 43.0 43.0
Total Split (%) 28.2% 28.2% 0.0% 19.1% 19.1% 19.1% 13.6% 39.1% 0.0% 13.6% 39.1% 39.1%
Maximum Green (s) 26.0 26.0 16.0 16.0 16.0 10.0 38.0 10.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 27.0 30.3 12.5 15.8 15.8 12.1 39.8 11.5 39.2 39.2
Actuated g/C Ratio 0.25 0.28 0.11 0.14 0.14 0.11 0.36 0.10 0.36 0.36
v/c Ratio 0.97 0.84 0.51 0.66 0.83 0.87 0.83 0.78 0.94 0.96
Control Delay 67.4 44.8 54.1 51.0 39.9 72.7 36.2 67.0 41.1 31.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 65
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 67.4 44.8 54.1 51.0 39.9 72.7 36.2 67.0 41.1 31.3
LOS ED DDDED EDC
Approach Delay 56.2 46.9 42.7 40.7
Approach LOS E D D D
Queue Length 50th (ft) 294 260 68 115 91 127 215 103 377 100
Queue Length 95th (ft) #422 #398 115 160 #214 m#177 274 m#143 m#433 m#438
Internal Link Dist (ft) 248 271 635 731
Turn Bay Length (ft) 175 125 225 150 200 200
Base Capacity (vph) 835 951 271 542 372 373 1815 354 1792 866
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.97 0.84 0.37 0.61 0.79 0.87 0.83 0.78 0.94 0.96
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 15 (14%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.97
Intersection Signal Delay: 45.5 Intersection LOS: D
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 66: Country Club Drive & Washington Street
No Build 2015 PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 66
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 0 0 150 0
Storage Lanes 1 2 0 0 0 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.95 0.95 0.88 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99
Frt 0.850 0.967
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 1665 1665 2760 00004835 0 3400 5036 0
Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 1665 1665 2698 00004835 0 3400 5036 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 71 88
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 503 681 811 556
Travel Time (s) 11.4 15.5 18.4 12.6
Volume (vph) 421 0 749 00001709 485 405 1438 0
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 453 0 805 00001762 500 440 1563 0
Lane Group Flow (vph) 227 226 805 00002262 0 440 1563 0
Turn Type Split Perm Prot
Protected Phases 4 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 35.0 35.0 35.0 0.0 0.0 0.0 0.0 56.0 0.0 19.0 75.0 0.0
Total Split (%) 31.8% 31.8% 31.8% 0.0% 0.0% 0.0% 0.0% 50.9% 0.0% 17.3% 68.2% 0.0%
Maximum Green (s) 30.0 30.0 30.0 51.0 14.0 70.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 31.0 31.0 31.0 52.0 15.0 71.0
Actuated g/C Ratio 0.28 0.28 0.28 0.47 0.14 0.65
v/c Ratio 0.48 0.48 0.99 0.97 0.95 0.48
Control Delay 37.0 37.0 66.4 23.9 57.6 3.9
Queue Delay 0.9 0.9 0.0 0.3 0.0 0.4
No Build 2015 PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 67
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 37.9 37.9 66.4 24.2 57.6 4.4
LOS D D E C E A
Approach Delay 56.2 24.2 16.1
Approach LOS E C B
Queue Length 50th (ft) 140 140 299 479 151 48
Queue Length 95th (ft) 221 220 #448 m#645 m124 m41
Internal Link Dist (ft) 423 601 731 476
Turn Bay Length (ft) 175 175 150
Base Capacity (vph) 469 469 811 2332 464 3251
Starvation Cap Reductn 0 0 0 0 0 1020
Spillback Cap Reductn 83 83 0 6 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.59 0.59 0.99 0.97 0.95 0.70
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 23 (21%), Referenced to phase 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.99
Intersection Signal Delay: 28.5 Intersection LOS: C
Intersection Capacity Utilization 84.0% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 69: I-10 EB Off-Ramp & Washington Street
No Build 2015 PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 68
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 275 275 200 0 125 0
Storage Lanes 1 0 2 1 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 1.00 0.97 0.97 0.99
Frt 0.882 0.985 0.850 0.850 0.972
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3013 0 3400 3296 1427 3400 5036 1568 3400 4866 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3013 0 3400 3296 1381 3400 5036 1517 3400 4866 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 12 193 487 41
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 441 793 556 2019
Travel Time (s) 10.0 18.0 12.6 45.9
Volume (vph) 42 188 684 735 356 237 851 884 906 215 727 165
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.67 0.67 0.67 0.86 0.86 0.86 0.97 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 63 281 1021 855 414 276 877 911 934 234 790 179
Lane Group Flow (vph) 63 1302 0 855 459 231 877 911 934 234 969 0
Turn Type Prot Prot Perm Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2
Detector Phases 7 4 38852216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 13.0 34.0 0.0 25.0 46.0 46.0 26.0 41.0 41.0 10.0 25.0 0.0
Total Split (%) 11.8% 30.9% 0.0% 22.7% 41.8% 41.8% 23.6% 37.3% 37.3% 9.1% 22.7% 0.0%
Maximum Green (s) 8.0 29.0 20.0 41.0 41.0 21.0 36.0 36.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.5 30.0 21.0 44.6 44.6 22.0 37.0 37.0 6.0 21.0
Actuated g/C Ratio 0.08 0.27 0.19 0.41 0.41 0.20 0.34 0.34 0.05 0.19
v/c Ratio 0.47 1.54dr 1.32 0.34 0.34 1.29 0.54 1.12 1.26 1.01
Control Delay 60.0 132.4 184.3 26.0 8.0 169.1 27.4 89.3 197.6 73.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 24.9 0.0 0.0
No Build 2015 PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 69
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 60.0 132.4 184.3 26.0 8.0 169.1 27.4 114.3 197.6 73.7
LOS EF FCAFCFFE
Approach Delay 129.1 110.9 102.8 97.8
Approach LOS FFFF
Queue Length 50th (ft) 43 ~496 ~403 133 20 ~404 207 ~534 ~107 ~246
Queue Length 95th (ft) 64 #336 m#480 m151 m43 m#468 m226 m#651 #187 #345
Internal Link Dist (ft) 361 713 476 1939
Turn Bay Length (ft) 200 275 275 200 125
Base Capacity (vph) 143 1072 649 1345 675 680 1694 833 185 962
Starvation Cap Reductn 0 0 000004100
Spillback Cap Reductn 0 0 00000000
Storage Cap Reductn 0 0 00000000
Reduced v/c Ratio 0.44 1.21 1.32 0.34 0.34 1.29 0.54 1.18 1.26 1.01
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 9 (8%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.32
Intersection Signal Delay: 109.0 Intersection LOS: F
Intersection Capacity Utilization 104.6% ICU Level of Service G
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 72: Varner Road & Washington Street
No Build 2015 PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 70
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 200 0 150 0 0
Storage Lanes 1 2 2100
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 00000
Turning Speed (mph) 9 9 15 15 9 15 9
Lane Util. Factor 0.91 1.00 1.00 0.97 0.95 0.97 1.00 1.00 1.00
Ped Bike Factor 0.97 0.97
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 5036 0 1568 3400 3505 3400 1568 0 0
Flt Permitted 0.950 0.950
Satd. Flow (perm) 5036 0 1517 3400 3505 3400 1517 0 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 379 93
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 793 871 1130 947
Travel Time (s) 18.0 19.8 25.7 21.5
Volume (vph) 959 0 368 94 827 1504 129 0 0
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.97 0.97 0.97 0.91 0.91 0.86 0.86 0.92 0.92
Adj. Flow (vph) 989 0 379 103 909 1749 150 0 0
Lane Group Flow (vph) 989 0 379 103 909 1749 150 0 0
Turn Type Perm Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 4 2
Detector Phases 4 43822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 9.0 21.0 21.0 21.0
Total Split (s) 31.0 0.0 31.0 10.0 41.0 69.0 69.0 0.0 0.0
Total Split (%) 28.2% 0.0% 28.2% 9.1% 37.3% 62.7% 62.7% 0.0% 0.0%
Maximum Green (s) 26.0 26.0 5.0 36.0 64.0 64.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode C-Max C-Max None C-Max None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 28.8 28.8 6.8 39.5 62.5 62.5
Actuated g/C Ratio 0.26 0.26 0.06 0.36 0.57 0.57
v/c Ratio 0.75 0.56 0.49 0.72 0.91 0.17
Control Delay 28.2 3.6 58.8 35.2 28.9 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 71
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Total Delay 28.2 3.6 58.8 35.2 28.9 4.6
LOS C A E D C A
Approach Delay 21.4 37.6 26.9
Approach LOS C D C
Queue Length 50th (ft) 230 24 37 300 503 16
Queue Length 95th (ft) m189 m14 66 379 561 40
Internal Link Dist (ft) 713 791 1050 867
Turn Bay Length (ft) 200 150
Base Capacity (vph) 1317 676 209 1259 2009 934
Starvation Cap Reductn 0 00000
Spillback Cap Reductn 0 00000
Storage Cap Reductn 0 00000
Reduced v/c Ratio 0.75 0.56 0.49 0.72 0.87 0.16
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 21 (19%), Referenced to phase 4:EBT and 8:WBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 27.7 Intersection LOS: C
Intersection Capacity Utilization 74.8% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 75: Varner Road & I-10 WB Off-Ramp
No Build 2015 PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 72
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 125 0 0 0 50 50
Storage Lanes 1 1 1 0 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 0.95 1.00 0.97
Frt 0.850 0.992 0.850
Flt Protected 0.950 0.950 0.955 0.950 0.950
Satd. Flow (prot) 1752 5036 1568 1752 4981 0 0 1762 1845 1665 1665 1568
Flt Permitted 0.950 0.950 0.955 0.950 0.950
Satd. Flow (perm) 1752 5036 1484 1752 4981 0 0 1762 1845 1665 1665 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 20 10 40
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1603 1835 347 441
Travel Time (s) 36.4 41.7 7.9 10.0
Volume (vph) 31 1474 35 6 1183 67 20 1 0 216 0 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.79 0.79 0.79 0.99 0.99 0.99 0.58 0.58 0.58 0.77 0.77 0.77
Adj. Flow (vph) 39 1866 44 6 1195 68 34 2 0 281 0 47
Lane Group Flow (vph) 39 1866 44 6 1263 0 0 36 0 141 140 47
Turn Type Prot Perm Prot Split Perm Split Perm
Protected Phases 7 4 3 8 5 5 2 2
Permitted Phases 4 5 2
Detector Phases 74438 555222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 11.0 55.0 55.0 10.0 54.0 0.0 22.0 22.0 22.0 23.0 23.0 23.0
Total Split (%) 10.0% 50.0% 50.0% 9.1% 49.1% 0.0% 20.0% 20.0% 20.0% 20.9% 20.9% 20.9%
Maximum Green (s) 6.0 50.0 50.0 5.0 49.0 17.0 17.0 17.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None Max Max Max Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 000000
Act Effct Green (s) 6.9 57.8 57.8 6.0 53.2 18.0 20.2 20.2 20.2
Actuated g/C Ratio 0.06 0.53 0.53 0.05 0.48 0.16 0.18 0.18 0.18
v/c Ratio 0.35 0.71 0.06 0.06 0.52 0.12 0.46 0.46 0.15
Control Delay 72.0 5.5 0.7 50.8 20.9 40.7 46.3 46.2 16.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 73
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 72.0 5.5 0.7 50.8 20.9 40.7 46.3 46.2 16.0
LOS E A A D C D D D B
Approach Delay 6.7 21.1 40.7 41.9
Approach LOS A C D D
Queue Length 50th (ft) 25 22 0 4 230 22 95 94 4
Queue Length 95th (ft) m27 m345 m3 18 275 33 136 135 28
Internal Link Dist (ft) 1523 1755 267 361
Turn Bay Length (ft) 100 100 125 50 50
Base Capacity (vph) 111 2644 789 96 2413 288 307 307 312
Starvation Cap Reductn 00000 0 000
Spillback Cap Reductn 00000 0 000
Storage Cap Reductn 00000 0 000
Reduced v/c Ratio 0.35 0.71 0.06 0.06 0.52 0.13 0.46 0.46 0.15
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 29 (26%), Referenced to phase 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 15.4 Intersection LOS: B
Intersection Capacity Utilization 65.1% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 80: Fred Waring Drive & Palm Royale Drive
No Build 2015 PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 74
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 325 200 500 0 0 0 0 0
Storage Lanes 1 1 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 0.97 1.00 0.98 0.99
Frt 0.850 0.990 0.924 0.937
Flt Protected 0.950 0.950 0.981 0.982
Satd. Flow (prot) 1752 5036 1568 1752 4975 0 0 3125 0 0 3181 0
Flt Permitted 0.950 0.950 0.761 0.687
Satd. Flow (perm) 1752 5036 1517 1752 4975 0 0 2424 0 0 2226 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 77 17 149 72
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1018 1285 1032 476
Travel Time (s) 23.1 29.2 23.5 10.8
Volume (vph) 67 1808 85 152 1379 97 99 29 133 55 34 64
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.98 0.98 0.98 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 73 1965 92 155 1407 99 111 33 149 62 38 72
Lane Group Flow (vph) 73 1965 92 155 1506 0 0 293 0 0 172 0
Turn Type Prot Perm Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2
Detector Phases 74438 22 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 18.0 60.0 60.0 26.0 68.0 0.0 24.0 24.0 0.0 24.0 24.0 0.0
Total Split (%) 16.4% 54.5% 54.5% 23.6% 61.8% 0.0% 21.8% 21.8% 0.0% 21.8% 21.8% 0.0%
Maximum Green (s) 13.0 55.0 55.0 21.0 63.0 19.0 19.0 19.0 19.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 10.6 62.9 62.9 15.1 69.6 20.0 20.0
Actuated g/C Ratio 0.10 0.57 0.57 0.14 0.63 0.18 0.18
v/c Ratio 0.43 0.68 0.10 0.65 0.48 0.52 0.37
Control Delay 60.8 13.5 2.3 58.3 9.4 23.2 25.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 75
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 60.8 13.5 2.3 58.3 9.4 23.2 25.2
LOS EBAEA C C
Approach Delay 14.6 13.9 23.2 25.2
Approach LOS B B C C
Queue Length 50th (ft) 52 356 7 70 334 46 32
Queue Length 95th (ft) m67 394 m15 m109 373 90 64
Internal Link Dist (ft) 938 1205 952 396
Turn Bay Length (ft) 325 200 500
Base Capacity (vph) 223 2880 900 350 3152 563 464
Starvation Cap Reductn 00000 0 0
Spillback Cap Reductn 00000 0 0
Storage Cap Reductn 00000 0 0
Reduced v/c Ratio 0.33 0.68 0.10 0.44 0.48 0.52 0.37
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 63 (57%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 15.4 Intersection LOS: B
Intersection Capacity Utilization 83.4% ICU Level of Service E
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 83: SR-111 & La Quinta Center
No Build 2015 PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 76
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 425 0 475 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 1.00 1.00 0.99 1.00
Frt 0.993 0.991 0.938 0.983
Flt Protected 0.950 0.950 0.978 0.962
Satd. Flow (prot) 1752 4996 0 1752 4984 0 0 3184 0 0 3306 0
Flt Permitted 0.950 0.950 0.685 0.650
Satd. Flow (perm) 1752 4996 0 1752 4984 0 0 2230 0 0 2234 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 17 20 129 23
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1266 1018 562 414
Travel Time (s) 28.8 23.1 12.8 9.4
Volume (vph) 103 1633 78 89 1348 82 111 34 103 235 33 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.80 0.80 0.80 0.85 0.85 0.85
Adj. Flow (vph) 110 1737 83 92 1390 85 139 42 129 276 39 39
Lane Group Flow (vph) 110 1820 0 92 1475 0 0 310 0 0 354 0
Turn Type Prot Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 2 2
Detector Phases 7 4 3 8 2 2 2 2
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 9.0 9.0 9.0
Total Split (s) 11.0 28.0 0.0 9.0 26.0 0.0 18.0 18.0 0.0 18.0 18.0 0.0
Total Split (%) 20.0% 50.9% 0.0% 16.4% 47.3% 0.0% 32.7% 32.7% 0.0% 32.7% 32.7% 0.0%
Maximum Green (s) 6.0 23.0 4.0 21.0 13.0 13.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None C-Max C-Max C-Max C-Max
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 6.9 25.3 5.0 23.7 14.5 14.5
Actuated g/C Ratio 0.13 0.46 0.09 0.43 0.26 0.26
v/c Ratio 0.50 0.79 0.58 0.68 0.45 0.95dl
Control Delay 36.6 11.0 52.9 11.1 12.4 21.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
No Build 2015 PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 77
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 36.6 11.0 52.9 11.1 12.4 21.2
LOS DB DB B C
Approach Delay 12.4 13.6 12.4 21.2
Approach LOS B B B C
Queue Length 50th (ft) 64 201 62 101 25 50
Queue Length 95th (ft) m74 m234 #109 185 45 80
Internal Link Dist (ft) 1186 938 482 334
Turn Bay Length (ft) 425 475
Base Capacity (vph) 223 2304 159 2156 685 608
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.49 0.79 0.58 0.68 0.45 0.58
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 44 (80%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 13.6 Intersection LOS: B
Intersection Capacity Utilization 78.3% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Splits and Phases: 85: SR-111 & Simon Drive
No Build 2015 PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 78
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.97 1.00 1.00
Frt 0.920 0.850 0.999 0.991
Flt Protected 0.985 0.964 0.950 0.950
Satd. Flow (prot) 0 1640 0 0 1778 1568 1752 5029 0 1752 4981 0
Flt Permitted 0.802 0.482 0.950 0.950
Satd. Flow (perm) 0 1335 0 0 889 1517 1752 5029 0 1752 4981 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 69 288 1 12
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 699 313 671 2114
Travel Time (s) 15.9 7.1 15.3 48.0
Volume (vph) 105 39 210 105 34 325 94 1648 14 243 1865 114
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 42 228 114 37 353 102 1791 15 264 2027 124
Lane Group Flow (vph) 0 384 0 0 151 353 102 1806 0 264 2151 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 4
Detector Phases 4 4 44452 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 38.0 38.0 0.0 38.0 38.0 38.0 13.0 47.0 0.0 25.0 59.0 0.0
Total Split (%) 34.5% 34.5% 0.0% 34.5% 34.5% 34.5% 11.8% 42.7% 0.0% 22.7% 53.6% 0.0%
Maximum Green (s) 33.0 33.0 33.0 33.0 33.0 8.0 42.0 20.0 54.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 30.7 30.7 30.7 9.4 47.3 20.0 57.9
Actuated g/C Ratio 0.28 0.28 0.28 0.09 0.43 0.18 0.53
v/c Ratio 0.91 0.61 0.56 0.68 0.83 0.83 0.82
Control Delay 50.7 44.8 10.3 55.6 24.4 82.8 9.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 50.7 44.8 10.3 55.6 24.4 82.8 9.1
LOS D D B E C F A
No Build 2015 PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
No Build 2015 Peak Hour Synchro 6 Report
VRPA Technologies Page 79
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Approach Delay 50.7 20.7 26.1 17.2
Approach LOS D C C B
Queue Length 50th (ft) 222 89 33 59 447 197 104
Queue Length 95th (ft) #382 160 117 m65 m478 m244 125
Internal Link Dist (ft) 619 233 591 2034
Turn Bay Length (ft)
Base Capacity (vph) 460 275 668 151 2165 334 2628
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.83 0.55 0.53 0.68 0.83 0.79 0.82
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 43 (39%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 23.2 Intersection LOS: C
Intersection Capacity Utilization 84.7% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 94: Channel Drive & Washington Street
Alternative 1
Build 2015 Alternative 1 PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 200 200 0 300 200 300 150
Storage Lanes 1 1 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99 0.98 0.98
Frt 0.850 0.955 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3322 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1529 1752 3322 0 3400 5036 1530 3400 5036 1529
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 100 142 76
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2632 1220 1091 2684
Travel Time (s) 59.8 27.7 24.8 61.0
Volume (vph) 41 633 499 123 593 252 342 788 122 284 774 63
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.90 0.90 0.90 0.86 0.86 0.86 0.83 0.83 0.83
Adj. Flow (vph) 49 754 594 137 659 280 398 916 142 342 933 76
Lane Group Flow (vph) 49 754 594 137 939 0 398 916 142 342 933 76
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 25.0 25.0 11.0 27.0 0.0 14.0 21.0 21.0 13.0 20.0 20.0
Total Split (%) 12.9% 35.7% 35.7% 15.7% 38.6% 0.0% 20.0% 30.0% 30.0% 18.6% 28.6% 28.6%
Maximum Green (s) 4.0 20.0 20.0 6.0 22.0 9.0 16.0 16.0 8.0 15.0 15.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None None Max Max
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 5.0 20.2 20.2 7.0 25.9 10.0 17.0 17.0 9.0 16.0 16.0
Actuated g/C Ratio 0.07 0.29 0.29 0.10 0.37 0.14 0.25 0.25 0.13 0.23 0.23
v/c Ratio 0.40 0.74 0.86 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Control Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
LOS DCCEC DCADCA
Approach Delay 26.5 26.6 30.6 33.3
Approach LOS CCCC
Queue Length 50th (ft) 21 151 99 59 172 87 133 0 74 139 0
Queue Length 95th (ft) 49 192 #243 #147 #248 #142 167 35 #116 166 26
Internal Link Dist (ft) 2552 1140 1011 2604
Turn Bay Length (ft) 200 200 200 300 200 300 150
Base Capacity (vph) 121 1052 700 177 1304 492 1237 483 442 1165 412
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.40 0.72 0.85 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Intersection Summary
Area Type: Other
Cycle Length: 70
Actuated Cycle Length: 69.2
Natural Cycle: 70
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 29.4 Intersection LOS: C
Intersection Capacity Utilization 66.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Avenue 48 & Jefferson Street
Build 2015 Alternative 1 PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 100 225 100 200 100 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.98 0.98 0.98
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1530 3400 5036 1530 3400 5036 1530 3400 5036 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 188 217 213 220
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1265 1319 2632 886
Travel Time (s) 28.8 30.0 59.8 20.1
Volume (vph) 157 1118 201 216 789 182 200 681 322 249 858 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.90 0.90 0.90 0.84 0.84 0.84 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Lane Group Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 22.0 22.0 10.0 21.0 21.0 10.0 23.0 23.0 10.0 23.0 23.0
Total Split (%) 16.9% 33.8% 33.8% 15.4% 32.3% 32.3% 15.4% 35.4% 35.4% 15.4% 35.4% 35.4%
Maximum Green (s) 6.0 17.0 17.0 5.0 16.0 16.0 5.0 18.0 18.0 5.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max None Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 18.0 18.0 6.0 17.0 17.0 6.0 19.0 19.0 6.0 19.0 19.0
Actuated g/C Ratio 0.11 0.28 0.28 0.09 0.26 0.26 0.09 0.29 0.29 0.09 0.29 0.29
v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Control Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
LOS CCADCADCBECA
Approach Delay 29.0 27.2 21.9 26.6
Approach LOS CCCC
Queue Length 50th (ft) 34 172 10 52 123 0 43 88 42 56 118 6
Queue Length 95th (ft) 61 #251 57 #97 150 37 #87 121 116 #119 158 53
Internal Link Dist (ft) 1185 1239 2552 806
Turn Bay Length (ft) 225 100 225 100 200 100 200 100
Base Capacity (vph) 366 1395 560 314 1317 560 314 1472 598 314 1472 603
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 26.4 Intersection LOS: C
Intersection Capacity Utilization 63.4% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 6: Fred Waring Drive & Jefferson Street
Build 2015 Alternative 1 PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 5
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 0 0 200
Storage Lanes 1 0 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 0.97 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor 0.99
Frt 0.850 0.974
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 1568 4879 0 1752 5036
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 1568 4879 0 1752 5036
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 243 59
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2592 902 2717
Travel Time (s) 58.9 20.5 61.8
Volume (vph) 619 224 1712 358 440 1713
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 673 243 1861 389 478 1862
Lane Group Flow (vph) 673 243 2250 0 478 1862
Turn Type Prot Prot
Protected Phases 4 4 2 1 6
Permitted Phases
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 22.0 22.0 49.0 0.0 29.0 78.0
Total Split (%) 22.0% 22.0% 49.0% 0.0% 29.0% 78.0%
Maximum Green (s) 17.0 17.0 44.0 24.0 73.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 18.0 18.0 45.0 25.0 74.0
Actuated g/C Ratio 0.18 0.18 0.45 0.25 0.74
v/c Ratio 1.10 0.50 1.01 1.09 0.50
Control Delay 106.0 8.8 49.0 106.9 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 6
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 106.0 8.8 49.0 106.9 5.9
LOS F A D F A
Approach Delay 80.2 49.0 26.5
Approach LOS F D C
Queue Length 50th (ft) ~252 0 ~516 ~346 150
Queue Length 95th (ft) #364 65 #644 #542 177
Internal Link Dist (ft) 2512 822 2637
Turn Bay Length (ft) 225 200
Base Capacity (vph) 612 482 2228 438 3727
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 1.10 0.50 1.01 1.09 0.50
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 100
Natural Cycle: 100
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 44.6 Intersection LOS: D
Intersection Capacity Utilization 93.3% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: Avenue 48 & Washington Street
Build 2015 Alternative 1 PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 1000 150 150 200 125 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 305 273 106 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2635 1603 3324 2303
Travel Time (s) 59.9 36.4 75.5 52.3
Volume (vph) 354 1235 611 255 866 296 545 1376 181 557 1700 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 385 1342 664 277 941 322 592 1496 197 605 1848 239
Lane Group Flow (vph) 385 1342 664 277 941 322 592 1496 197 605 1848 239
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 17.0 32.0 32.0 13.0 28.0 28.0 22.0 41.0 41.0 24.0 43.0 43.0
Total Split (%) 15.5% 29.1% 29.1% 11.8% 25.5% 25.5% 20.0% 37.3% 37.3% 21.8% 39.1% 39.1%
Maximum Green (s) 12.0 27.0 27.0 8.0 23.0 23.0 17.0 36.0 36.0 19.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 13.0 28.0 28.0 9.0 24.0 24.0 18.0 37.0 37.0 20.0 39.0 39.0
Actuated g/C Ratio 0.12 0.25 0.25 0.08 0.22 0.22 0.16 0.34 0.34 0.18 0.35 0.35
v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.59 1.06 0.88 0.34 0.98 1.04 0.40
Control Delay 84.4 78.6 82.7 90.0 39.2 17.5 80.7 35.1 15.2 80.0 49.3 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 84.4 78.6 82.7 90.0 39.2 17.5 80.7 35.1 15.2 80.0 49.3 7.1
LOS FEFFDBFDBFDA
Approach Delay 80.6 43.8 45.2 52.4
Approach LOS F D D D
Queue Length 50th (ft) 141 ~378 ~354 89 245 124 ~229 397 91 197 ~523 30
Queue Length 95th (ft) #237 #473 #581 #183 #309 217 m#301 m454 m95 #330 #598 m31
Internal Link Dist (ft) 2555 1523 3244 2223
Turn Bay Length (ft) 400 1000 150 150 200 125 200 100
Base Capacity (vph) 402 1282 614 278 1099 544 556 1694 581 618 1785 596
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.59 1.06 0.88 0.34 0.98 1.04 0.40
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 93 (85%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.08
Intersection Signal Delay: 56.7 Intersection LOS: E
Intersection Capacity Utilization 92.9% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Fred Waring Drive & Washington Street
Build 2015 Alternative 1 PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 200 0 300 250 175 200
Storage Lanes 2 1 2 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.850 0.971 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3505 1568 3400 3382 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3505 1517 3400 3382 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 461 31 173 203
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 840 1276 2684 2668
Travel Time (s) 19.1 29.0 61.0 60.6
Volume (vph) 269 1111 456 107 1030 247 399 462 159 448 589 187
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 292 1208 496 116 1120 268 434 502 173 487 640 203
Lane Group Flow (vph) 292 1208 496 116 1388 0 434 502 173 487 640 203
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 47.0 47.0 21.0 47.0 0.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 42.7% 42.7% 19.1% 42.7% 0.0% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 42.0 42.0 16.0 42.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 000000
Act Effct Green (s) 17.0 43.0 43.0 17.0 43.0 17.0 17.0 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.15 0.39 0.39 0.15 0.39 0.15 0.15 0.15 0.15 0.15 0.15
v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Control Delay 67.5 17.8 2.3 42.0 67.0 59.5 48.0 10.4 51.8 48.1 17.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 67.5 17.8 2.3 42.0 67.0 59.5 48.0 10.4 51.8 48.1 17.5
LOS EBADE EDBDDB
Approach Delay 21.2 65.1 46.6 44.8
Approach LOS C E D D
Queue Length 50th (ft) 113 65 1 37 ~549 155 123 0 128 178 71
Queue Length 95th (ft) m159 #158 17 64 #688 #230 162 61 #265 #224 111
Build 2015 Alternative 1 PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 760 1196 2604 2588
Turn Bay Length (ft) 250 200 300 250 175 200
Base Capacity (vph) 525 1370 874 525 1341 525 778 381 525 778 406
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 59 (54%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 105
Control Type: Pretimed
Maximum v/c Ratio: 1.04
Intersection Signal Delay: 42.3 Intersection LOS: D
Intersection Capacity Utilization 83.7% ICU Level of Service E
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 13: SR-111 & Jefferson Street
Build 2015 Alternative 1 PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 11
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850
Storage Length (ft) 350 225 550 0 450 175 225 0
Storage Lanes 2 1 2 1 3 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.94 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 0.97 0.97 1.00
Frt 0.850 0.850 0.850 0.982
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3310 4903 1527 3310 4903 1527 4812 4903 1527 3310 4796 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3310 4903 1478 3310 4903 1478 4812 4903 1478 3310 4796 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 233 384 134 24
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 930 1266 2658 671
Travel Time (s) 21.1 28.8 60.4 15.3
Volume (vph) 309 1263 572 180 852 549 422 898 135 680 1318 180
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 336 1373 622 196 926 597 459 976 147 739 1433 196
Lane Group Flow (vph) 336 1373 622 196 926 597 459 976 147 739 1629 0
Turn Type Prot Perm Prot Perm Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 8 2
Detector Phases 74438852216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 18.0 35.0 35.0 21.0 38.0 38.0 14.0 26.0 26.0 28.0 40.0 0.0
Total Split (%) 16.4% 31.8% 31.8% 19.1% 34.5% 34.5% 12.7% 23.6% 23.6% 25.5% 36.4% 0.0%
Maximum Green (s) 13.0 30.0 30.0 16.0 33.0 33.0 9.0 21.0 21.0 23.0 35.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max Max None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 00 0
Act Effct Green (s) 13.9 35.1 35.1 12.9 34.1 34.1 10.0 22.0 22.0 24.0 36.0
Actuated g/C Ratio 0.13 0.32 0.32 0.12 0.31 0.31 0.09 0.20 0.20 0.22 0.33
v/c Ratio 0.81 0.88 0.99 0.51 0.61 0.83 1.05 0.99 0.36 1.02 1.03
Control Delay 49.1 35.5 47.7 57.7 20.7 17.8 105.4 72.0 10.9 59.7 58.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 12
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 49.1 35.5 47.7 57.7 20.7 17.8 105.4 72.0 10.9 59.7 58.1
LOS DDDECBFEBEE
Approach Delay 40.7 23.9 76.0 58.6
Approach LOS D C E E
Queue Length 50th (ft) 114 367 380 74 107 76 ~125 254 8 ~281 ~456
Queue Length 95th (ft) m129 m#429 m#449 m108 165 #213 #196 #352 62 m#394 #555
Internal Link Dist (ft) 850 1186 2578 591
Turn Bay Length (ft) 350 225 550 450 175 225
Base Capacity (vph) 421 1566 631 512 1520 723 437 981 403 722 1586
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.80 0.88 0.99 0.38 0.61 0.83 1.05 0.99 0.36 1.02 1.03
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 105 (95%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.05
Intersection Signal Delay: 49.4 Intersection LOS: D
Intersection Capacity Utilization 83.1% ICU Level of Service E
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 14: SR-111 & Washington Street
Build 2015 Alternative 1 PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 150 150 0 0 125 0
Storage Lanes 1 0 1 1 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 1.00 0.98 0.99 0.98
Frt 0.995 0.850 0.966 0.850
Flt Protected 0.950 0.950 0.993 0.950 0.963
Satd. Flow (prot) 1752 3483 0 1752 3505 1568 0 1753 0 1665 1688 1568
Flt Permitted 0.950 0.950 0.993 0.950 0.963
Satd. Flow (perm) 1752 3483 0 1752 3505 1530 0 1753 0 1665 1688 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 5 342 21 258
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2592 2628 875 3025
Travel Time (s) 58.9 59.7 19.9 68.8
Volume (vph) 148 466 16 9 428 315 19 85 35 455 60 240
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.84 0.84 0.84 0.93 0.93 0.93
Adj. Flow (vph) 154 485 17 10 465 342 23 101 42 489 65 258
Lane Group Flow (vph) 154 502 0 10 465 342 0 166 0 270 284 258
Turn Type Prot Prot Perm Split Split Perm
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 8 1
Detector Phases 7 4 38822 111
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 9.0 21.0 21.0 21.0
Total Split (s) 11.0 23.0 0.0 9.0 21.0 21.0 12.0 12.0 0.0 21.0 21.0 21.0
Total Split (%) 16.9% 35.4% 0.0% 13.8% 32.3% 32.3% 18.5% 18.5% 0.0% 32.3% 32.3% 32.3%
Maximum Green (s) 6.0 18.0 4.0 16.0 16.0 7.0 7.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 7.0 23.9 5.0 14.6 14.6 7.9 17.0 17.0 17.0
Actuated g/C Ratio 0.11 0.38 0.07 0.23 0.23 0.13 0.27 0.27 0.27
v/c Ratio 0.78 0.38 0.08 0.57 0.55 0.69 0.60 0.62 0.43
Control Delay 58.0 15.5 31.3 24.1 6.5 41.2 26.9 27.5 5.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 14
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 58.0 15.5 31.3 24.1 6.5 41.2 26.9 27.5 5.5
LOS EB CCA D CCA
Approach Delay 25.5 16.8 41.2 20.3
Approach LOS C B D C
Queue Length 50th (ft) 59 65 4 82 0 54 94 101 0
Queue Length 95th (ft) #153 126 17 123 55 #124 174 183 49
Internal Link Dist (ft) 2512 2548 795 2945
Turn Bay Length (ft) 200 150 150 125
Base Capacity (vph) 197 1333 126 919 654 242 453 459 604
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.78 0.38 0.08 0.51 0.52 0.69 0.60 0.62 0.43
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 62.6
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 22.0 Intersection LOS: C
Intersection Capacity Utilization 51.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 17: Avenue 48 & Adams Street
Build 2015 Alternative 1 PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 15
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 100 0 100 0 100 100
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.989 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3455 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1526 1752 3455 0 1752 1845 1526 1752 1845 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 56 10 127 37
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1822 2648 2644 683
Travel Time (s) 41.4 60.2 60.1 15.5
Volume (vph) 23 665 65 130 789 60 353 117 117 142 137 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 25 723 71 141 858 65 384 127 127 154 149 37
Lane Group Flow (vph) 25 723 71 141 923 0 384 127 127 154 149 37
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 24.0 24.0 11.0 26.0 0.0 23.0 28.0 28.0 17.0 22.0 22.0
Total Split (%) 11.3% 30.0% 30.0% 13.8% 32.5% 0.0% 28.8% 35.0% 35.0% 21.3% 27.5% 27.5%
Maximum Green (s) 4.0 19.0 19.0 6.0 21.0 18.0 23.0 23.0 12.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 5.0 20.4 20.4 7.1 28.3 18.3 19.0 19.0 11.2 12.0 12.0
Actuated g/C Ratio 0.07 0.29 0.29 0.10 0.40 0.26 0.27 0.27 0.15 0.16 0.16
v/c Ratio 0.22 0.72 0.15 0.80 0.67 0.85 0.26 0.25 0.57 0.50 0.13
Control Delay 39.9 29.7 10.0 68.9 24.6 47.1 23.5 6.0 38.5 33.8 10.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 16
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 39.9 29.7 10.0 68.9 24.6 47.1 23.5 6.0 38.5 33.8 10.5
LOS DCAEC DCADCB
Approach Delay 28.3 30.5 34.2 33.4
Approach LOS CCCC
Queue Length 50th (ft) 11 160 5 65 169 168 47 0 65 63 0
Queue Length 95th (ft) 36 #261 37 #176 #356 #345 90 37 129 116 23
Internal Link Dist (ft) 1742 2568 2564 603
Turn Bay Length (ft) 100 100 100 100 100 100
Base Capacity (vph) 116 1004 477 176 1380 468 587 572 304 420 376
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.22 0.72 0.15 0.80 0.67 0.82 0.22 0.22 0.51 0.35 0.10
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 71.1
Natural Cycle: 80
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.85
Intersection Signal Delay: 31.0 Intersection LOS: C
Intersection Capacity Utilization 69.0% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: Fred Waring Drive & Adams Street
Build 2015 Alternative 1 PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 17
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 200 400 150 150 150 150 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.98 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1536 3400 3505 1521 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 224 129 67 187
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1285 1329 3025 2276
Travel Time (s) 29.2 30.2 68.8 51.7
Volume (vph) 235 1394 233 137 1190 158 217 325 62 304 380 172
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 255 1515 253 149 1293 172 236 353 67 330 413 187
Lane Group Flow (vph) 255 1515 253 149 1293 172 236 353 67 330 413 187
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 21.0 21.0
Total Split (s) 21.0 48.0 48.0 16.0 43.0 43.0 20.0 22.0 22.0 24.0 26.0 26.0
Total Split (%) 19.1% 43.6% 43.6% 14.5% 39.1% 39.1% 18.2% 20.0% 20.0% 21.8% 23.6% 23.6%
Maximum Green (s) 16.0 43.0 43.0 11.0 38.0 38.0 15.0 17.0 17.0 19.0 21.0 21.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 14.1 45.5 45.5 10.5 41.9 41.9 13.5 21.6 21.6 16.4 24.5 24.5
Actuated g/C Ratio 0.13 0.41 0.41 0.10 0.38 0.38 0.12 0.20 0.20 0.15 0.22 0.22
v/c Ratio 0.58 0.73 0.33 0.46 0.67 0.26 0.57 0.51 0.19 0.65 0.53 0.39
Control Delay 40.3 20.7 7.5 37.9 27.6 13.2 50.7 43.4 11.2 44.8 39.8 8.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 18
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 40.3 20.7 7.5 37.9 27.6 13.2 50.7 43.4 11.2 44.8 39.8 8.4
LOS DCADCBDDBDDA
Approach Delay 21.5 27.0 42.7 35.3
Approach LOS CCDD
Queue Length 50th (ft) 70 297 75 41 316 72 81 118 0 117 141 9
Queue Length 95th (ft) 106 400 108 m56 378 m97 120 173 39 160 197 67
Internal Link Dist (ft) 1205 1249 2945 2196
Turn Bay Length (ft) 575 200 400 150 150 150 150 150
Base Capacity (vph) 525 2084 759 371 1916 665 495 687 352 618 781 483
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.49 0.73 0.33 0.40 0.67 0.26 0.48 0.51 0.19 0.53 0.53 0.39
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 19 (17%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.73
Intersection Signal Delay: 28.3 Intersection LOS: C
Intersection Capacity Utilization 66.2% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 19: SR-111 & Adams Street
Build 2015 Alternative 1 PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 275 0 150 0 0 0 150 0
Storage Lanes 2 0 1 0 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 0.97 1.00 1.00
Ped Bike Factor 0.99 0.97
Frt 0.956 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1524
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 119 131
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2628 2632 570 2692
Travel Time (s) 59.7 59.8 13.0 61.2
Volume (vph) 80 803 0 0 721 299 0 0 0 456 0 124
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.95 0.95 0.95 0.92 0.92 0.92 0.92 0.92 0.92 0.95 0.95 0.95
Adj. Flow (vph) 84 845 0 0 784 325 0 0 0 480 0 131
Lane Group Flow (vph) 84 845 0 0 1109 00004800131
Turn Type Prot Prot Split Prot custom
Protected Phases 7 4 3 8 2 2 1
Permitted Phases 1
Detector Phases 7 4 3 8 2 2 1 1
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 26.0 0.0 9.0 26.0 0.0 10.0 10.0 0.0 15.0 0.0 15.0
Total Split (%) 15.0% 43.3% 0.0% 15.0% 43.3% 0.0% 16.7% 16.7% 0.0% 25.0% 0.0% 25.0%
Maximum Green (s) 4.0 21.0 4.0 21.0 5.0 5.0 10.0 10.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 5.1 23.8 19.2 10.7 10.7
Actuated g/C Ratio 0.11 0.55 0.45 0.25 0.25
v/c Ratio 0.23 0.43 0.71 0.57 0.27
Control Delay 22.2 6.0 12.3 19.0 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 22.2 6.0 12.3 19.0 5.9
LOS C A B B A
Approach Delay 7.4 12.3
Approach LOS A B
Queue Length 50th (ft) 11 53 115 65 0
Queue Length 95th (ft) 28 78 177 105 33
Internal Link Dist (ft) 2548 2552 490 2612
Turn Bay Length (ft) 275 150
Base Capacity (vph) 370 2087 1684 892 496
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.23 0.40 0.66 0.54 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 42.9
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 11.5 Intersection LOS: B
Intersection Capacity Utilization 60.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 22: Avenue 48 & Dune Palms Road
Build 2015 Alternative 1 PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 21
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 150 0 0
Storage Lanes 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0000
Turning Speed (mph) 9 15 15 9
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Ped Bike Factor 1.00 0.97
Frt 0.983 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3434 0 1752 3505 1752 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3434 0 1752 3505 1752 1523
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 24 221
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2648 1375 2640
Travel Time (s) 60.2 31.3 60.0
Volume (vph) 1298 168 151 1098 166 186
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.80 0.80 0.78 0.78
Adj. Flow (vph) 1545 200 189 1372 213 238
Lane Group Flow (vph) 1745 0 189 1372 213 238
Turn Type Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 2
Detector Phases 4 3822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 9.0 21.0 21.0 21.0
Total Split (s) 53.0 0.0 16.0 69.0 21.0 21.0
Total Split (%) 58.9% 0.0% 17.8% 76.7% 23.3% 23.3%
Maximum Green (s) 48.0 11.0 64.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode Max None Max None None
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 49.3 11.8 65.1 15.1 15.1
Actuated g/C Ratio 0.56 0.13 0.74 0.17 0.17
v/c Ratio 0.90 0.81 0.53 0.71 0.53
Control Delay 26.0 64.2 6.1 48.0 10.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 22
Lane Group EBT EBR WBL WBT NBL NBR
Total Delay 26.0 64.2 6.1 48.0 10.8
LOS C E A D B
Approach Delay 26.0 13.2 28.4
Approach LOS C B C
Queue Length 50th (ft) 446 106 156 113 8
Queue Length 95th (ft) 494 #178 163 158 45
Internal Link Dist (ft) 2568 1295 2560
Turn Bay Length (ft) 150
Base Capacity (vph) 1929 238 2585 331 467
Starvation Cap Reductn 0 0000
Spillback Cap Reductn 0 0000
Storage Cap Reductn 0 0000
Reduced v/c Ratio 0.90 0.79 0.53 0.64 0.51
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 88.2
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 21.0 Intersection LOS: C
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 23: Fred Waring Drive & Dune Palms Road
Build 2015 Alternative 1 PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 23
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 150 550 150 150 175 200 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 3505 1517 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 84 119 154 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1333 1760 2692 3853
Travel Time (s) 30.3 40.0 61.2 87.6
Volume (vph) 166 1620 123 137 1258 153 91 155 142 164 202 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Lane Group Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 22.0 52.0 52.0 14.0 44.0 44.0 12.0 22.0 22.0 22.0 32.0 32.0
Total Split (%) 20.0% 47.3% 47.3% 12.7% 40.0% 40.0% 10.9% 20.0% 20.0% 20.0% 29.1% 29.1%
Maximum Green (s) 17.0 47.0 47.0 9.0 39.0 39.0 7.0 17.0 17.0 17.0 27.0 27.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 00000
Act Effct Green (s) 11.2 46.2 46.2 9.7 44.7 44.7 8.1 26.2 26.2 11.9 30.1 30.1
Actuated g/C Ratio 0.10 0.42 0.42 0.09 0.41 0.41 0.07 0.24 0.24 0.11 0.27 0.27
v/c Ratio 0.52 0.83 0.20 0.50 0.67 0.24 0.40 0.20 0.32 0.48 0.23 0.26
Control Delay 52.2 22.1 4.6 41.2 28.1 11.5 53.5 35.9 8.0 50.2 32.6 7.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 24
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 52.2 22.1 4.6 41.2 28.1 11.5 53.5 35.9 8.0 50.2 32.6 7.0
LOS DCADCBDDADCA
Approach Delay 23.5 27.7 29.8 31.9
Approach LOS CCCC
Queue Length 50th (ft) 51 452 29 45 323 56 35 51 0 61 65 0
Queue Length 95th (ft) m58 510 m31 m73 393 m99 62 85 55 95 98 48
Internal Link Dist (ft) 1253 1680 2612 3773
Turn Bay Length (ft) 150 150 550 150 150 175 200 150
Base Capacity (vph) 556 2198 709 309 2046 687 255 836 479 556 958 514
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.32 0.80 0.19 0.48 0.67 0.24 0.39 0.20 0.32 0.32 0.23 0.26
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 11 (10%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 85
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.83
Intersection Signal Delay: 26.5 Intersection LOS: C
Intersection Capacity Utilization 66.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 24: SR-111 & Dune Palms Road
Build 2015 Alternative 1 PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 25
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 0 150 0 150 150
Storage Lanes 1 0 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.873 0.940 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 2976 0 1752 3252 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 2976 0 1752 3252 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 200 32 18 80
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2656 1279 1256 2632
Travel Time (s) 60.4 29.1 28.5 59.8
Volume (vph) 193 35 191 14 24 16 107 1019 16 9 1163 99
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.73 0.73 0.73 0.50 0.50 0.50 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 264 48 262 28 48 32 120 1145 18 10 1307 111
Lane Group Flow (vph) 264 310 0 28 80 0 120 1145 18 10 1307 111
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 32.0 43.0 0.0 12.0 23.0 0.0 14.0 44.0 44.0 11.0 41.0 41.0
Total Split (%) 29.1% 39.1% 0.0% 10.9% 20.9% 0.0% 12.7% 40.0% 40.0% 10.0% 37.3% 37.3%
Maximum Green (s) 27.0 38.0 7.0 18.0 9.0 39.0 39.0 6.0 36.0 36.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 21.8 43.8 7.5 25.2 9.4 48.8 48.8 6.7 37.6 37.6
Actuated g/C Ratio 0.20 0.40 0.07 0.23 0.09 0.44 0.44 0.06 0.34 0.34
v/c Ratio 0.76 0.24 0.24 0.10 0.41 0.51 0.03 0.05 0.76 0.19
Control Delay 55.4 9.1 53.3 23.8 53.9 29.3 15.4 49.1 35.8 10.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 26
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 55.4 9.1 53.3 23.8 53.9 29.3 15.4 49.1 35.8 10.1
LOS EA DC DCBDDB
Approach Delay 30.4 31.4 31.4 33.9
Approach LOS CCCC
Queue Length 50th (ft) 176 27 19 14 47 215 2 3 300 15
Queue Length 95th (ft) 194 36 27 15 77 344 m14 12 352 54
Internal Link Dist (ft) 2576 1199 1176 2552
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 446 1305 127 769 309 2234 683 216 1722 571
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.59 0.24 0.22 0.10 0.39 0.51 0.03 0.05 0.76 0.19
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 21 (19%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 32.3 Intersection LOS: C
Intersection Capacity Utilization 53.2% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 27: Miles Avenue & Jefferson Street
Build 2015 Alternative 1 PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 27
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 200 200 275
Storage Lanes 1 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.98 0.97 0.97
Frt 0.960 0.906 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3336 0 3400 3112 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3336 0 3400 3112 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 42 197 153 92
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4499 3481 3324 2114
Travel Time (s) 102.3 79.1 75.5 48.0
Volume (vph) 145 303 110 107 127 211 130 1490 183 350 2000 87
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 158 329 120 116 138 229 141 1620 199 380 2174 95
Lane Group Flow (vph) 158 449 0 116 367 0 141 1620 199 380 2174 95
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 15.0 26.0 0.0 10.0 21.0 0.0 16.0 43.0 43.0 31.0 58.0 58.0
Total Split (%) 13.6% 23.6% 0.0% 9.1% 19.1% 0.0% 14.5% 39.1% 39.1% 28.2% 52.7% 52.7%
Maximum Green (s) 10.0 21.0 5.0 16.0 11.0 38.0 38.0 26.0 53.0 53.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 11.0 22.0 6.0 17.0 11.6 40.2 40.2 25.8 54.4 54.4
Actuated g/C Ratio 0.10 0.20 0.05 0.15 0.11 0.37 0.37 0.23 0.49 0.49
v/c Ratio 0.90 0.64 0.63 0.57 0.76 0.88 0.31 0.93 0.87 0.12
Control Delay 96.5 41.2 66.4 23.3 48.4 33.8 13.2 80.7 16.9 0.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 28
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Total Delay 96.5 41.2 66.4 23.3 48.4 33.8 13.2 80.7 16.9 0.4
LOS F D E C D C B F B A
Approach Delay 55.6 33.6 32.8 25.5
Approach LOS E C C C
Queue Length 50th (ft) 112 140 42 57 87 424 66 266 144 0
Queue Length 95th (ft) #236 195 #77 106 m82 m403 m61 m#408 169 m1
Internal Link Dist (ft) 4419 3401 3244 2034
Turn Bay Length (ft) 200 200 150 200 200 275
Base Capacity (vph) 175 701 185 648 191 1842 652 430 2489 797
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.90 0.64 0.63 0.57 0.74 0.88 0.31 0.88 0.87 0.12
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 101 (92%), Referenced to phase 2:SET and 6:NWT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 31.9 Intersection LOS: C
Intersection Capacity Utilization 82.9% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 28: Miles Avenue & Washington Street
Build 2015 Alternative 1 PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 29
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 0.99 0.99 1.00 1.00
Frt 0.959 0.962 0.979 0.989
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3340 0 1752 3352 0 1752 3420 0 1752 3461 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3340 0 1752 3352 0 1752 3420 0 1752 3461 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 88 65 30 13
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 3481 2620 2613 2644
Travel Time (s) 79.1 59.5 59.4 60.1
Volume (vph) 44 383 142 55 168 58 96 573 92 49 530 41
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 47 407 151 62 189 65 104 623 100 54 582 45
Lane Group Flow (vph) 47 558 0 62 254 0 104 723 0 54 627 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 17.3 5.0 17.3 5.0 19.3 5.0 17.3
Actuated g/C Ratio 0.09 0.32 0.09 0.32 0.09 0.35 0.09 0.32
v/c Ratio 0.31 0.50 0.41 0.23 0.67 0.59 0.36 0.57
Control Delay 31.7 15.8 34.8 12.4 50.5 18.3 33.1 19.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 30
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 31.7 15.8 34.8 12.4 50.5 18.3 33.1 19.1
LOS CB CB DB CB
Approach Delay 17.1 16.8 22.3 20.2
Approach LOS B B C C
Queue Length 50th (ft) 16 74 22 27 38 117 19 101
Queue Length 95th (ft) 44 117 54 51 #107 173 49 150
Internal Link Dist (ft) 3401 2540 2533 2564
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 151 1121 151 1109 156 1227 151 1108
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.31 0.50 0.41 0.23 0.67 0.59 0.36 0.57
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 54.6
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.67
Intersection Signal Delay: 19.7 Intersection LOS: B
Intersection Capacity Utilization 54.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 29: Miles Avenue & Adams Street
Build 2015 Alternative 1 PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 31
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 0 125 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 1.00 1.00 1.00 1.00
Frt 0.971 0.984 0.972 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 50 21 47 29
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2620 2656 1383 2640
Travel Time (s) 59.5 60.4 31.4 60.0
Volume (vph) 58 392 96 63 193 23 73 308 72 5 228 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.72 0.72 0.72 0.88 0.88 0.88 0.87 0.87 0.87 0.94 0.94 0.94
Adj. Flow (vph) 81 544 133 72 219 26 84 354 83 5 243 38
Lane Group Flow (vph) 81 677 0 72 245 0 84 437 0 5 281 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 19.0 5.0 17.3 5.0 22.4 5.1 17.3
Actuated g/C Ratio 0.09 0.34 0.08 0.31 0.09 0.40 0.08 0.31
v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Control Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 32
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
LOS DB DB DB CB
Approach Delay 20.6 21.0 17.3 15.6
Approach LOS C C B B
Queue Length 50th (ft) 29 104 26 32 30 45 2 36
Queue Length 95th (ft) 52 115 #66 56 #79 92 10 64
Internal Link Dist (ft) 2540 2576 1303 2560
Turn Bay Length (ft) 200 200 150 125
Base Capacity (vph) 151 1177 147 1073 151 1377 140 1073
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 56.4
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 19.0 Intersection LOS: B
Intersection Capacity Utilization 48.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 30: Miles Avenue & Dune Palms Road
Build 2015 Alternative 1 PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 33
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 200 400 0 75 75 125 0
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.96 1.00 0.95 0.95
Frt 0.850 0.999 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3501 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.800 0.800
Satd. Flow (perm) 1752 3505 1508 1752 3501 0 1476 1845 1494 1476 1845 1494
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 57 2 91 151
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1414 4473 454 2121
Travel Time (s) 32.1 101.7 10.3 48.2
Volume (vph) 188 1939 56 69 1334 10 45 39 70 4 20 138
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.98 0.98 0.98 0.95 0.95 0.95 0.77 0.77 0.77 0.88 0.88 0.88
Adj. Flow (vph) 192 1979 57 73 1404 11 58 51 91 5 23 157
Lane Group Flow (vph) 192 1979 57 73 1415 0 58 51 91 5 23 157
Turn Type Prot Perm Prot Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2 2 2
Detector Phases 74438 222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 13.0 42.0 42.0 9.0 38.0 0.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (%) 21.7% 70.0% 70.0% 15.0% 63.3% 0.0% 15.0% 15.0% 15.0% 15.0% 15.0% 15.0%
Maximum Green (s) 8.0 37.0 37.0 4.0 33.0 4.0 4.0 4.0 4.0 4.0 4.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 9.0 44.9 44.9 5.0 36.7 5.0 5.0 5.0 5.0 5.0 5.0
Actuated g/C Ratio 0.15 0.74 0.74 0.08 0.60 0.08 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Control Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 34
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
LOS DBADB DCBCCB
Approach Delay 13.3 12.3 27.2 19.0
Approach LOS B B C B
Queue Length 50th (ft) 67 265 0 26 173 21 18 0282
Queue Length 95th (ft) #156 #425 10 #71 243 44 39 26 10 26 #58
Internal Link Dist (ft) 1334 4393 374 2041
Turn Bay Length (ft) 400 200 400 75 75 125
Base Capacity (vph) 259 2582 1126 137 2108 118 148 204 118 148 259
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 61
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 13.9 Intersection LOS: B
Intersection Capacity Utilization 77.8% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 32: SR-111 & Miles Avenue
Build 2015 Alternative 1 PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 35
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 150 400 0 100 0 100 0
Storage Lanes 2 1 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.978 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 4902 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 4902 0 1752 1845 1517 1752 1845 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 145 39 140 71
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1329 1333 571 343
Travel Time (s) 30.2 30.3 13.0 7.8
Volume (vph) 92 1652 229 234 1335 232 224 36 184 190 53 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.94 0.94 0.94 0.84 0.84 0.84 0.92 0.92 0.92
Adj. Flow (vph) 101 1815 252 249 1420 247 267 43 219 207 58 71
Lane Group Flow (vph) 101 1815 252 249 1667 0 267 43 219 207 58 71
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 48.0 48.0 14.0 51.0 0.0 26.0 27.0 27.0 21.0 22.0 22.0
Total Split (%) 10.0% 43.6% 43.6% 12.7% 46.4% 0.0% 23.6% 24.5% 24.5% 19.1% 20.0% 20.0%
Maximum Green (s) 6.0 43.0 43.0 9.0 46.0 21.0 22.0 22.0 16.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 44.0 44.0 10.0 47.0 20.4 23.8 23.8 16.2 19.6 19.6
Actuated g/C Ratio 0.06 0.40 0.40 0.09 0.43 0.19 0.22 0.22 0.15 0.18 0.18
v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.82 0.11 0.50 0.80 0.18 0.22
Control Delay 65.6 24.6 5.9 56.9 25.7 63.9 36.2 18.9 68.2 41.2 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 36
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 65.6 24.6 5.9 56.9 25.7 63.9 36.2 18.9 68.2 41.2 11.3
LOS ECAEC EDBEDB
Approach Delay 24.3 29.8 43.0 51.5
Approach LOS CCDD
Queue Length 50th (ft) 30 420 64 72 435 179 25 47 142 36 0
Queue Length 95th (ft) m47 476 m82 #147 484 #256 52 106 #254 75 40
Internal Link Dist (ft) 1249 1253 491 263
Turn Bay Length (ft) 400 150 400 100 100
Base Capacity (vph) 216 2014 694 309 2117 350 399 438 271 329 329
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.76 0.11 0.50 0.76 0.18 0.22
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 69 (63%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 30.3 Intersection LOS: C
Intersection Capacity Utilization 67.7% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 33: SR-111 & La Quinta Drive
Build 2015 Alternative 1 PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 37
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 100 200 0 250 0
Storage Lanes 0 0 0 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.965 0.850 0.994
Flt Protected 0.987 0.959 0.950 0.950
Satd. Flow (prot) 0 1742 0 0 1769 1568 1752 4995 0 1752 5035 0
Flt Permitted 0.987 0.959 0.950 0.950
Satd. Flow (perm) 0 1742 0 0 1769 1517 1752 4995 0 1752 5035 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 11 87 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 300 677 2717 2658
Travel Time (s) 6.8 15.4 61.8 60.4
Volume (vph) 6 12 6 59 10 74 14 1520 65 36 2098 5
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.57 0.57 0.57 0.85 0.85 0.85 0.92 0.92 0.92 0.82 0.82 0.82
Adj. Flow (vph) 11 21 11 69 12 87 15 1652 71 44 2559 6
Lane Group Flow (vph) 0 43 0 0 81 87 15 1723 0 44 2565 0
Turn Type Split Split Perm Prot Prot
Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 7
Detector Phases 4 4 77752 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 21.0 9.0 57.0 0.0 11.0 59.0 0.0
Total Split (%) 19.1% 19.1% 0.0% 19.1% 19.1% 19.1% 8.2% 51.8% 0.0% 10.0% 53.6% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 4.0 52.0 6.0 54.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 8.6 10.9 10.9 5.1 64.6 7.0 67.6
Actuated g/C Ratio 0.08 0.11 0.11 0.05 0.66 0.07 0.69
v/c Ratio 0.28 0.41 0.36 0.17 0.53 0.37 0.74
Control Delay 37.3 44.4 12.9 50.6 12.2 52.1 14.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 38
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 37.3 44.4 12.9 50.6 12.2 52.1 14.8
LOS D D B D B D B
Approach Delay 37.3 28.1 12.6 15.5
Approach LOS D C B B
Queue Length 50th (ft) 18 46 0 9 239 26 331
Queue Length 95th (ft) 30 88 38 31 338 58 521
Internal Link Dist (ft) 220 597 2637 2578
Turn Bay Length (ft) 100 200 250
Base Capacity (vph) 280 292 323 86 3279 122 3460
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.15 0.28 0.27 0.17 0.53 0.36 0.74
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 98.4
Natural Cycle: 110
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 15.0 Intersection LOS: B
Intersection Capacity Utilization 58.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 35: Avenue 47 & Washington Street
Build 2015 Alternative 1 PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 39
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.875 0.956 0.999 0.992
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1571 0 1752 1747 0 1752 5029 0 1752 4985 0
Flt Permitted 0.740 0.685 0.950 0.950
Satd. Flow (perm) 1365 1571 0 1264 1747 0 1752 5029 0 1752 4985 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 93 8 4 22
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5249 1348 2668 1328
Travel Time (s) 119.3 30.6 60.6 30.2
Volume (vph) 64 16 80 8 15 6 93 1113 10 4 1226 73
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.86 0.86 0.86 0.79 0.79 0.79 0.86 0.86 0.86 0.80 0.80 0.80
Adj. Flow (vph) 74 19 93 10 19 8 108 1294 12 5 1532 91
Lane Group Flow (vph) 74 112 0 10 27 0 108 1306 0 5 1623 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 12.0 12.0 0.0 12.0 12.0 0.0 13.0 34.0 0.0 9.0 30.0 0.0
Total Split (%) 21.8% 21.8% 0.0% 21.8% 21.8% 0.0% 23.6% 61.8% 0.0% 16.4% 54.5% 0.0%
Maximum Green (s) 7.0 7.0 7.0 7.0 8.0 29.0 4.0 25.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 7.7 7.7 7.7 7.7 8.3 40.4 5.3 34.4
Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.15 0.73 0.10 0.63
v/c Ratio 0.39 0.37 0.06 0.11 0.41 0.35 0.03 0.52
Control Delay 21.9 9.4 21.2 17.9 22.5 3.8 28.5 3.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 40
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 21.9 9.4 21.2 17.9 22.5 3.8 28.5 3.5
LOS CA CB CA CA
Approach Delay 14.4 18.8 5.2 3.6
Approach LOS BBAA
Queue Length 50th (ft) 22 5 3 6 31 28 3 100
Queue Length 95th (ft) m59 36 12 20 m54 m165 m5 8
Internal Link Dist (ft) 5169 1268 2588 1248
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 199 308 184 261 287 3695 169 3126
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.36 0.05 0.10 0.38 0.35 0.03 0.52
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 25 (45%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 45
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 5.1 Intersection LOS: A
Intersection Capacity Utilization 51.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 38: Westward Ho Drive & Jefferson Street
Build 2015 Alternative 1 PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 41
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 100
Storage Lanes 1 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95
Ped Bike Factor 0.97 0.99
Frt 0.850 0.975
Flt Protected 0.950 0.950
Satd. Flow (prot) 1752 1568 3387 0 1752 3505
Flt Permitted 0.950 0.950
Satd. Flow (perm) 1752 1517 3387 0 1752 3505
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 89 28
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 5249 2276 2613
Travel Time (s) 119.3 51.7 59.4
Volume (vph) 104 58 774 155 104 731
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.65 0.65 0.89 0.89 0.82 0.82
Adj. Flow (vph) 160 89 870 174 127 891
Lane Group Flow (vph) 160 89 1044 0 127 891
Turn Type Perm Prot
Protected Phases 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 29.0 29.0 55.0 0.0 26.0 81.0
Total Split (%) 26.4% 26.4% 50.0% 0.0% 23.6% 73.6%
Maximum Green (s) 24.0 24.0 50.0 21.0 76.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 15.6 15.6 68.5 13.9 86.4
Actuated g/C Ratio 0.14 0.14 0.62 0.13 0.79
v/c Ratio 0.65 0.31 0.49 0.57 0.32
Control Delay 49.0 11.6 4.5 54.8 4.1
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 42
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 49.0 11.6 4.5 54.8 4.1
LOS D B A D A
Approach Delay 35.6 4.5 10.4
Approach LOS D A B
Queue Length 50th (ft) 92 9 44 86 76
Queue Length 95th (ft) 103 14 66 127 113
Internal Link Dist (ft) 5169 2196 2533
Turn Bay Length (ft) 150 100
Base Capacity (vph) 398 414 2119 350 2754
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.40 0.21 0.49 0.36 0.32
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 75 (68%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 10.5 Intersection LOS: B
Intersection Capacity Utilization 50.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 41: Westward Ho Drive & Adams Street
Build 2015 Alternative 1 PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 43
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 350 150 250 150 100 0 50 0
Storage Lanes 2 1 2 1 1 1 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.95 0.95 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.871
Flt Protected 0.950 0.950 0.950 0.965 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 1665 1691 1568 1752 1558 0
Flt Permitted 0.950 0.950 0.950 0.965 0.950
Satd. Flow (perm) 3400 5036 1538 3400 5036 1517 1665 1691 1522 1752 1558 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 250 46 196 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1760 840 1007 753
Travel Time (s) 40.0 19.1 22.9 17.1
Volume (vph) 239 1582 362 252 1364 58 263 44 180 101 20 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 260 1720 393 274 1483 63 286 48 196 110 22 136
Lane Group Flow (vph) 260 1720 393 274 1483 63 163 171 196 110 158 0
Turn Type Prot Perm Prot Perm Split Perm Split
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 4 8 2
Detector Phases 74438822211
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 18.0 51.0 51.0 18.0 51.0 51.0 23.0 23.0 23.0 18.0 18.0 0.0
Total Split (%) 16.4% 46.4% 46.4% 16.4% 46.4% 46.4% 20.9% 20.9% 20.9% 16.4% 16.4% 0.0%
Maximum Green (s) 13.0 46.0 46.0 13.0 46.0 46.0 18.0 18.0 18.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None C-Max C-Max None None None None None None None None
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 13.4 52.2 52.2 13.5 52.3 52.3 16.1 16.1 16.1 12.1 12.1
Actuated g/C Ratio 0.12 0.47 0.47 0.12 0.48 0.48 0.15 0.15 0.15 0.11 0.11
v/c Ratio 0.63 0.72 0.46 0.66 0.62 0.08 0.67 0.69 0.50 0.57 0.54
Control Delay 70.9 10.0 1.8 36.2 34.2 17.0 57.5 58.8 10.5 57.9 18.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 44
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.9 10.0 1.8 36.2 34.2 17.0 57.5 58.8 10.5 57.9 18.1
LOS EBADCBEEBEB
Approach Delay 15.3 33.9 40.6 34.4
Approach LOS B C D C
Queue Length 50th (ft) 100 86 0 97 316 12 114 121 0 74 14
Queue Length 95th (ft) m127 176 m6 m109 m329 m17 187 195 63 132 77
Internal Link Dist (ft) 1680 760 927 673
Turn Bay Length (ft) 350 150 250 150 100 50
Base Capacity (vph) 438 2392 861 441 2395 746 288 292 425 223 317
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.59 0.72 0.46 0.62 0.62 0.08 0.57 0.59 0.46 0.49 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 87 (79%), Referenced to phase 4:EBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 25.8 Intersection LOS: C
Intersection Capacity Utilization 71.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 42: SR-111 & Depot Drive
Build 2015 Alternative 1 PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 45
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 100 0 100 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.99 1.00 1.00
Frt 0.850 0.920 0.995 0.996
Flt Protected 0.950 0.981 0.950 0.950
Satd. Flow (prot) 1752 1533 0 0 1643 0 1752 5005 0 1752 5011 0
Flt Permitted 0.706 0.903 0.950 0.950
Satd. Flow (perm) 1302 1533 0 0 1512 0 1752 5005 0 1752 5011 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 193 46 10 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 407 583 1328 1256
Travel Time (s) 9.3 13.3 30.2 28.5
Volume (vph) 3 0 19 26 1 38 23 1156 38 50 1229 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.70 0.70 0.70 0.83 0.83 0.83 0.96 0.96 0.96 0.82 0.82 0.82
Adj. Flow (vph) 4 0 27 31 1 46 24 1204 40 61 1499 41
Lane Group Flow (vph) 4 27 0 0 78 0 24 1244 0 61 1540 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 0.0 9.0 24.0 0.0 10.0 25.0 0.0
Total Split (%) 38.2% 38.2% 0.0% 38.2% 38.2% 0.0% 16.4% 43.6% 0.0% 18.2% 45.5% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 4.0 19.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.0 8.0 8.0 7.4 36.7 8.5 42.3
Actuated g/C Ratio 0.15 0.15 0.15 0.13 0.67 0.15 0.77
v/c Ratio 0.02 0.07 0.30 0.10 0.37 0.23 0.40
Control Delay 19.0 0.4 14.2 31.0 3.8 27.7 4.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 46
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 19.0 0.4 14.2 31.0 3.8 27.7 4.3
LOS BA BCACA
Approach Delay 2.8 14.2 4.3 5.2
Approach LOS ABAA
Queue Length 50th (ft) 1 0 9 12 16 40 55
Queue Length 95th (ft) 6 0 34 m32 31 m56 148
Internal Link Dist (ft) 327 503 1248 1176
Turn Bay Length (ft) 100 100 100
Base Capacity (vph) 402 607 499 234 3345 270 3854
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.01 0.04 0.16 0.10 0.37 0.23 0.40
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 54 (98%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.40
Intersection Signal Delay: 5.0 Intersection LOS: A
Intersection Capacity Utilization 49.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 45: Pebble Beach Drive & Jefferson Street
Build 2015 Alternative 1 PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 47
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 250 550 475 0 0 0 0
Storage Lanes 1 1 1 1 0 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 0 1752 1568 0 1752 1568
Flt Permitted 0.950 0.950 0.748 0.739
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 0 1380 1517 0 1363 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 29 9 39 10
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4473 1886 727 469
Travel Time (s) 101.7 42.9 16.5 10.7
Volume (vph) 6 1970 35 38 1377 9 20 0 28 9 0 6
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.71 0.71 0.71 0.63 0.63 0.63
Adj. Flow (vph) 6 2096 37 39 1420 9 28 0 39 14 0 10
Lane Group Flow (vph) 6 2096 37 39 1420 9 0 28 39 0 14 10
Turn Type Prot Perm Prot Perm Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2 2 2
Detector Phases 744388222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 68.0 68.0 21.0 68.0 68.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 61.8% 61.8% 19.1% 61.8% 61.8% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 63.0 63.0 16.0 63.0 63.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)000000000000
Act Effct Green (s) 6.9 76.9 76.9 8.5 82.6 82.6 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.06 0.70 0.70 0.08 0.75 0.75 0.15 0.15 0.15 0.15
v/c Ratio 0.05 0.86 0.04 0.29 0.54 0.01 0.13 0.15 0.07 0.04
Control Delay 49.2 18.7 3.3 58.9 8.9 1.4 42.0 14.1 40.8 20.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 48
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 49.2 18.7 3.3 58.9 8.9 1.4 42.0 14.1 40.8 20.5
LOS DBAEAA DB DC
Approach Delay 18.5 10.2 25.8 32.3
Approach LOS B B C C
Queue Length 50th (ft) 4 597 2 22 106 0 17 0 9 0
Queue Length 95th (ft) 18 #845 14 m39 543 m2 35 19 19 9
Internal Link Dist (ft) 4393 1806 647 389
Turn Bay Length (ft) 575 250 550 475
Base Capacity (vph) 271 2450 1046 271 2632 1117 213 267 211 243
Starvation Cap Reductn 000000 00 00
Spillback Cap Reductn 000000 00 00
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.02 0.86 0.04 0.14 0.54 0.01 0.13 0.15 0.07 0.04
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:NBSB and 6:, Start of Green, Master Intersection
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 15.4 Intersection LOS: B
Intersection Capacity Utilization 91.1% ICU Level of Service F
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 48: SR-111 & Mountain Cove Drive
Build 2015 Alternative 1 PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 49
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 150 0 0 0 0 0
Storage Lanes 1 1 1 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.866 0.875
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 1752 1551 0 1752 1571 0
Flt Permitted 0.950 0.950 0.616 0.627
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 1136 1551 0 1157 1571 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 104 37 70 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1886 930 408 309
Travel Time (s) 42.9 21.1 9.3 7.0
Volume (vph) 80 1900 92 53 1241 34 89 8 65 70 16 80
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.93 0.93 0.93 0.70 0.70 0.70 0.89 0.89 0.89
Adj. Flow (vph) 95 2262 110 57 1334 37 127 11 93 79 18 90
Lane Group Flow (vph) 95 2262 110 57 1334 37 127 104 0 79 108 0
Turn Type Prot Perm Prot Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2
Detector Phases 74438822 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 16.0 79.0 79.0 9.0 72.0 72.0 22.0 22.0 0.0 22.0 22.0 0.0
Total Split (%) 14.5% 71.8% 71.8% 8.2% 65.5% 65.5% 20.0% 20.0% 0.0% 20.0% 20.0% 0.0%
Maximum Green (s) 11.0 74.0 74.0 4.0 67.0 67.0 17.0 17.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0000 00
Act Effct Green (s) 10.8 76.8 76.8 5.0 71.5 71.5 18.0 18.0 18.0 18.0
Actuated g/C Ratio 0.10 0.70 0.70 0.05 0.65 0.65 0.16 0.16 0.16 0.16
v/c Ratio 0.55 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Control Delay 70.3 10.5 0.2 87.2 14.5 4.1 63.1 19.4 40.6 9.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 50
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.3 10.5 0.2 87.2 14.5 4.1 63.1 19.4 40.6 9.4
LOS EBAFBAEB DA
Approach Delay 12.4 17.1 43.4 22.6
Approach LOS B B D C
Queue Length 50th (ft) 70 44 0 35 472 4 85 21 34 7
Queue Length 95th (ft) m88 50 m0 m50 m504 m10 114 44 m47 m17
Internal Link Dist (ft) 1806 850 328 229
Turn Bay Length (ft) 100 150
Base Capacity (vph) 191 2447 1068 80 2280 978 186 312 189 332
Starvation Cap Reductn 00000000 00
Spillback Cap Reductn 00000000 00
Storage Cap Reductn 00000000 00
Reduced v/c Ratio 0.50 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 44 (40%), Referenced to phase 2:NBSB and 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 16.1 Intersection LOS: B
Intersection Capacity Utilization 79.2% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 51: SR-111 & Channel Drive
Build 2015 Alternative 1 PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 51
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 225 125 200 0 100 50
Storage Lanes 1 0 1 1 1 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 1.00 0.95 0.99 0.97
Frt 0.995 0.850 0.929 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 5003 0 1752 5036 1568 1752 1690 0 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 5003 0 1752 5036 1493 1752 1690 0 1752 1845 1523
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 88 45 36
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2966 2635 2373 721
Travel Time (s) 67.4 59.9 53.9 16.4
Volume (vph) 93 1988 67 55 1253 98 63 68 62 98 109 28
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.87 0.87 0.87 0.88 0.88 0.88 0.78 0.78 0.78 0.78 0.78 0.78
Adj. Flow (vph) 107 2285 77 62 1424 111 81 87 79 126 140 36
Lane Group Flow (vph) 107 2362 0 62 1424 111 81 166 0 126 140 36
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 16.0 48.0 0.0 10.0 42.0 42.0 10.0 21.0 0.0 11.0 22.0 22.0
Total Split (%) 17.8% 53.3% 0.0% 11.1% 46.7% 46.7% 11.1% 23.3% 0.0% 12.2% 24.4% 24.4%
Maximum Green (s) 11.0 43.0 5.0 37.0 37.0 5.0 16.0 6.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 12.0 44.0 6.0 38.0 38.0 6.0 17.0 7.0 18.0 18.0
Actuated g/C Ratio 0.13 0.49 0.07 0.42 0.42 0.07 0.19 0.08 0.20 0.20
v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Control Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
LOS D C E C A E C F C B
Approach Delay 34.9 23.1 42.6 60.8
Approach LOS C C D E
Queue Length 50th (ft) 57 454 35 232 8 46 61 73 69 0
Queue Length 95th (ft) 105 #525 #82 274 36 #94 100 #146 106 19
Build 2015 Alternative 1 PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 52
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 2886 2555 2293 641
Turn Bay Length (ft) 150 225 125 200 100 50
Base Capacity (vph) 234 2450 117 2126 681 117 356 136 369 333
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 3:WBL and 8:WBT, Start of Green
Natural Cycle: 90
Control Type: Pretimed
Maximum v/c Ratio: 0.96
Intersection Signal Delay: 32.9 Intersection LOS: C
Intersection Capacity Utilization 75.4% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 53: Fred Waring Drive & Warner Trail
Build 2015 Alternative 1 PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 53
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 0
Storage Lanes 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50
Trailing Detector (ft) 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00
Ped Bike Factor 0.98 0.99
Frt 0.916 0.949
Flt Protected 0.950 0.970
Satd. Flow (prot) 1752 3505 3144 0 1684 0
Flt Permitted 0.950 0.970
Satd. Flow (perm) 1752 3505 3144 0 1684 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 130 60
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2121 4499 2373
Travel Time (s) 48.2 102.3 53.9
Volume (vph) 33 204 93 118 120 74
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.91 0.91 0.84 0.84
Adj. Flow (vph) 39 243 102 130 143 88
Lane Group Flow (vph) 39 243 232 0 231 0
Turn Type Prot
Protected Phases 7 4 8 6
Permitted Phases
Detector Phases 7 4 8 6
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0
Total Split (s) 10.0 33.0 23.0 0.0 22.0 0.0
Total Split (%) 18.2% 60.0% 41.8% 0.0% 40.0% 0.0%
Maximum Green (s) 5.0 28.0 18.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None Max None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 6.1 28.0 24.4 11.2
Actuated g/C Ratio 0.11 0.59 0.51 0.24
v/c Ratio 0.20 0.12 0.14 0.52
Control Delay 23.0 5.1 5.0 14.9
Queue Delay 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 54
Lane Group EBL EBT WBT WBR SBL SBR
Total Delay 23.0 5.1 5.0 14.9
LOS C A A B
Approach Delay 7.6 5.0 14.9
Approach LOS A A B
Queue Length 50th (ft) 7 11 4 28
Queue Length 95th (ft) 32 29 30 81
Internal Link Dist (ft) 2041 4419 2293
Turn Bay Length (ft) 150
Base Capacity (vph) 199 2179 1678 607
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.20 0.11 0.14 0.38
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 47.5
Natural Cycle: 55
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 9.0 Intersection LOS: A
Intersection Capacity Utilization 38.7% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 54: Miles Avenue & Warner Trail
Build 2015 Alternative 1 PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 55
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 150 150 0 150 0
Storage Lanes 1 0 1 1 1 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 0.91
Ped Bike Factor 0.97 0.97 1.00 1.00
Frt 0.850 0.850 0.997 0.999
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1517 0 1752 1845 1568 1752 5017 0 3400 5028 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 1517 0 1752 1845 1517 1752 5017 0 3400 5028 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 90 88 4 2
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 724 745 2303 1902
Travel Time (s) 16.5 16.9 52.3 43.2
Volume (vph) 20 0 15 30 1 325 9 2001 43 183 2263 21
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.64 0.64 0.64 0.84 0.84 0.84 0.97 0.97 0.97 0.93 0.93 0.93
Adj. Flow (vph) 31 0 23 36 1 387 9 2063 44 197 2433 23
Lane Group Flow (vph) 31 23 0 36 1 387 9 2107 0 197 2456 0
Turn Type Prot Prot Perm Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8
Detector Phases 7 4 38852 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 30.0 0.0 10.0 31.0 31.0 9.0 58.0 0.0 12.0 61.0 0.0
Total Split (%) 8.2% 27.3% 0.0% 9.1% 28.2% 28.2% 8.2% 52.7% 0.0% 10.9% 55.5% 0.0%
Maximum Green (s) 4.0 25.0 5.0 26.0 26.0 4.0 53.0 7.0 56.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 5.0 21.2 12.0 25.7 25.7 5.6 57.8 9.2 69.1
Actuated g/C Ratio 0.05 0.19 0.11 0.23 0.23 0.05 0.53 0.08 0.63
v/c Ratio 0.39 0.06 0.19 0.00 0.92 0.10 0.80 0.69 0.78
Control Delay 65.2 0.3 48.3 31.0 59.6 71.9 8.2 59.9 12.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 56
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 65.2 0.3 48.3 31.0 59.6 71.9 8.2 59.9 12.7
LOS EA DCEEA EB
Approach Delay 37.6 58.6 8.5 16.2
Approach LOS D E A B
Queue Length 50th (ft) 22 0 17 1 210 7 62 67 623
Queue Length 95th (ft) 38 0 55 4 #334 m8 m165 m74 m696
Internal Link Dist (ft) 644 665 2223 1822
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 80 430 191 453 439 90 2636 284 3161
Starvation Cap Reductn 0 0 00000 00
Spillback Cap Reductn 0 0 00000 00
Storage Cap Reductn 0 0 00000 00
Reduced v/c Ratio 0.39 0.05 0.19 0.00 0.88 0.10 0.80 0.69 0.78
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 36 (33%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 16.8 Intersection LOS: B
Intersection Capacity Utilization 74.1% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 55: Mountain View & Washington Street
Build 2015 Alternative 1 PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 57
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 300 0 275 0
Storage Lanes 1 1 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.850 0.938 0.991 0.996
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1845 1568 1752 1707 0 1752 4975 0 1752 5008 0
Flt Permitted 0.565 0.732 0.950 0.950
Satd. Flow (perm) 1042 1845 1517 1350 1707 0 1752 4975 0 1752 5008 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 231 28 14 6
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1273 347 1902 1097
Travel Time (s) 28.9 7.9 43.2 24.9
Volume (vph) 104 29 173 166 58 41 252 2033 128 74 2150 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.75 0.75 0.75 0.74 0.74 0.74 0.96 0.96 0.96 0.85 0.85 0.85
Adj. Flow (vph) 139 39 231 224 78 55 262 2118 133 87 2529 76
Lane Group Flow (vph) 139 39 231 224 133 0 262 2251 0 87 2605 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 1 6 5 2
Permitted Phases 4 4 4
Detector Phases 44444 16 52
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 24.0 24.0 24.0 24.0 24.0 0.0 22.0 65.0 0.0 21.0 64.0 0.0
Total Split (%) 21.8% 21.8% 21.8% 21.8% 21.8% 0.0% 20.0% 59.1% 0.0% 19.1% 58.2% 0.0%
Maximum Green (s) 19.0 19.0 19.0 19.0 19.0 17.0 60.0 16.0 59.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 00 00
Act Effct Green (s) 19.8 19.8 19.8 19.8 19.8 18.1 61.0 17.2 60.1
Actuated g/C Ratio 0.18 0.18 0.18 0.18 0.18 0.16 0.55 0.16 0.55
v/c Ratio 0.74 0.12 0.50 0.92 0.40 0.91 0.81 0.32 0.95
Control Delay 66.9 38.8 9.2 85.9 35.3 80.9 6.9 53.7 21.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 58
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 66.9 38.8 9.2 85.9 35.3 80.9 6.9 53.7 21.6
LOS E D A F D F A D C
Approach Delay 31.6 67.0 14.6 22.6
Approach LOS C E B C
Queue Length 50th (ft) 94 23 0 157 65 199 95 52 674
Queue Length 95th (ft) 134 45 30 #217 97 m#274 104 m51 m609
Internal Link Dist (ft) 1193 267 1822 1017
Turn Bay Length (ft) 175 175 300 275
Base Capacity (vph) 189 335 465 245 333 288 2765 274 2738
Starvation Cap Reductn 00000 00 00
Spillback Cap Reductn 00000 00 00
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.74 0.12 0.50 0.91 0.40 0.91 0.81 0.32 0.95
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 72 (65%), Referenced to phase 6:NBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.95
Intersection Signal Delay: 22.5 Intersection LOS: C
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 57: Ave of the States & Washington Street
Build 2015 Alternative 1 PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 59
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 175 0 300 125 300 100
Storage Lanes 2 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.99 0.97 0.97
Frt 0.935 0.957 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3231 0 3400 3323 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3231 0 3400 3323 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 163 50 143 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1523 1701 1097 2644
Travel Time (s) 34.6 38.7 24.9 60.1
Volume (vph) 357 457 348 438 280 114 285 1686 290 181 1596 225
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.83 0.83 0.83 0.94 0.94 0.94 0.92 0.92 0.92 0.96 0.96 0.96
Adj. Flow (vph) 430 551 419 466 298 121 310 1833 315 189 1662 234
Lane Group Flow (vph) 430 970 0 466 419 0 310 1833 315 189 1662 234
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 25.0 30.0 0.0 21.0 26.0 0.0 22.0 43.0 43.0 16.0 37.0 37.0
Total Split (%) 22.7% 27.3% 0.0% 19.1% 23.6% 0.0% 20.0% 39.1% 39.1% 14.5% 33.6% 33.6%
Maximum Green (s) 20.0 25.0 16.0 21.0 17.0 38.0 38.0 11.0 32.0 32.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 26.0 17.0 24.1 18.0 39.0 39.0 12.0 33.0 33.0
Actuated g/C Ratio 0.17 0.24 0.15 0.22 0.16 0.35 0.35 0.11 0.30 0.30
v/c Ratio 0.74 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Control Delay 51.1 92.2 65.7 37.0 101.5 54.8 16.2 112.5 92.5 21.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 60
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 51.1 92.2 65.7 37.0 101.5 54.8 16.2 112.5 92.5 21.9
LOS DF ED FDBFFC
Approach Delay 79.6 52.1 55.7 86.4
Approach LOS E D E F
Queue Length 50th (ft) 148 ~358 168 123 ~238 ~516 141 135 ~489 80
Queue Length 95th (ft) 181 #420 #257 178 m#356 #617 m188 #281 #585 154
Internal Link Dist (ft) 1443 1621 1017 2564
Turn Bay Length (ft) 250 175 300 125 300 100
Base Capacity (vph) 649 888 525 767 287 1785 630 191 1511 518
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.66 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 32 (29%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 69.5 Intersection LOS: E
Intersection Capacity Utilization 96.7% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 59: 42nd Avenue & Washington Street
Build 2015 Alternative 1 PM Peak Hour
62: 41st Avenue & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 61
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 75
Storage Lanes 1 0 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50
Trailing Detector (ft) 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor 0.98 1.00 1.00
Frt 0.888 0.995
Flt Protected 0.991 0.950
Satd. Flow (prot) 1597 0 5005 0 1752 5036
Flt Permitted 0.991 0.235
Satd. Flow (perm) 1595 0 5005 0 433 5036
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 1 14
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 1565 2644 1877
Travel Time (s) 35.6 60.1 42.7
Volume (vph) 16 78 1893 63 49 2067
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.74 0.74 0.90 0.90 0.89 0.89
Adj. Flow (vph) 22 105 2103 70 55 2322
Lane Group Flow (vph) 127 0 2173 0 55 2322
Turn Type Perm
Protected Phases 8 2 6
Permitted Phases 6
Detector Phases 8 2 6 6
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0
Total Split (s) 21.0 0.0 21.0 0.0 21.0 21.0
Total Split (%) 50.0% 0.0% 50.0% 0.0% 50.0% 50.0%
Maximum Green (s) 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0
Lead/Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None C-Min C-Min C-Min
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 9.1 30.8 30.8 30.8
Actuated g/C Ratio 0.22 0.73 0.73 0.73
v/c Ratio 0.37 0.59 0.17 0.63
Control Delay 16.2 6.9 6.9 7.9
Queue Delay 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
62: 41st Avenue & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 62
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 16.2 6.9 6.9 7.9
LOS B A A A
Approach Delay 16.2 6.9 7.8
Approach LOS B A A
Queue Length 50th (ft) 26 108 5 123
Queue Length 95th (ft) 42 #203 23 #276
Internal Link Dist (ft) 1485 2564 1797
Turn Bay Length (ft) 75
Base Capacity (vph) 647 3669 317 3688
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.20 0.59 0.17 0.63
Intersection Summary
Area Type: Other
Cycle Length: 42
Actuated Cycle Length: 42
Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.63
Intersection Signal Delay: 7.6 Intersection LOS: A
Intersection Capacity Utilization 55.9% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 62: 41st Avenue & Washington Street
Build 2015 Alternative 1 PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 63
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 150 0 150 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.854 0.962 0.998 0.997
Flt Protected 0.950 0.970 0.950 0.950
Satd. Flow (prot) 1752 1526 0 0 1706 0 1752 5022 0 1752 5016 0
Flt Permitted 0.756 0.499 0.950 0.950
Satd. Flow (perm) 1395 1526 0 0 878 0 1752 5022 0 1752 5016 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 271 14 2 3
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 671 359 1877 715
Travel Time (s) 15.3 8.2 42.7 16.3
Volume (vph) 43 9 362 26 4 12 126 1756 26 34 1727 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.88 0.88 0.88 0.84 0.84 0.84 0.95 0.95 0.95 0.93 0.93 0.93
Adj. Flow (vph) 49 10 411 31 5 14 133 1848 27 37 1857 35
Lane Group Flow (vph) 49 421 0 0 50 0 133 1875 0 37 1892 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 2 6
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 35.0 35.0 0.0 35.0 35.0 0.0 21.0 54.0 0.0 21.0 54.0 0.0
Total Split (%) 31.8% 31.8% 0.0% 31.8% 31.8% 0.0% 19.1% 49.1% 0.0% 19.1% 49.1% 0.0%
Maximum Green (s) 30.0 30.0 30.0 30.0 16.0 49.0 16.0 49.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 18.9 18.9 29.1 50.0 29.1 50.0
Actuated g/C Ratio 0.17 0.17 0.17 0.26 0.45 0.26 0.45
v/c Ratio 0.21 0.87 0.31 0.29 0.82 0.08 0.83
Control Delay 36.8 32.6 32.1 37.9 29.9 45.1 10.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 64
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 36.8 32.6 32.1 37.9 29.9 45.1 10.8
LOS DC CDCDB
Approach Delay 33.0 32.1 30.4 11.5
Approach LOS C C C B
Queue Length 50th (ft) 30 107 22 75 410 25 97
Queue Length 95th (ft) 55 194 47 151 476 m30 m126
Internal Link Dist (ft) 591 279 1797 635
Turn Bay Length (ft) 100 150 150
Base Capacity (vph) 393 625 257 464 2284 464 2282
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.67 0.19 0.29 0.82 0.08 0.83
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 22 (20%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.87
Intersection Signal Delay: 22.5 Intersection LOS: C
Intersection Capacity Utilization 76.4% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 64: Harris Lane & Washington Street
Build 2015 Alternative 1 PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 65
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 0 125 225 150 0 200 200
Storage Lanes 2 0 1 1 2 0 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 0.97 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.99 0.97 1.00 0.97
Frt 0.959 0.850 0.996 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3332 0 1752 3505 1568 3400 5012 0 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3332 0 1752 3505 1517 3400 5012 0 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 46 163 4 507
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 328 351 715 811
Travel Time (s) 7.5 8.0 16.3 18.4
Volume (vph) 741 529 196 89 290 260 305 1387 34 255 1558 765
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.88 0.88 0.88 0.94 0.94 0.94 0.92 0.92 0.92
Adj. Flow (vph) 814 581 215 101 330 295 324 1476 36 277 1693 832
Lane Group Flow (vph) 814 796 0 101 330 295 324 1512 0 277 1693 832
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Detector Phases 7 4 38852 166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 31.0 31.0 0.0 21.0 21.0 21.0 15.0 43.0 0.0 15.0 43.0 43.0
Total Split (%) 28.2% 28.2% 0.0% 19.1% 19.1% 19.1% 13.6% 39.1% 0.0% 13.6% 39.1% 39.1%
Maximum Green (s) 26.0 26.0 16.0 16.0 16.0 10.0 38.0 10.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 27.0 30.3 12.5 15.8 15.8 12.1 39.8 11.5 39.2 39.2
Actuated g/C Ratio 0.25 0.28 0.11 0.14 0.14 0.11 0.36 0.10 0.36 0.36
v/c Ratio 0.97 0.84 0.51 0.66 0.83 0.87 0.83 0.78 0.94 0.96
Control Delay 67.4 44.8 54.1 51.0 39.9 72.9 36.5 67.1 40.8 31.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 66
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 67.4 44.8 54.1 51.0 39.9 72.9 36.5 67.1 40.8 31.3
LOS ED DDDED EDC
Approach Delay 56.2 46.9 43.0 40.6
Approach LOS E D D D
Queue Length 50th (ft) 294 260 68 115 91 127 215 103 374 97
Queue Length 95th (ft) #422 #398 115 160 #214 m#177 274 m#143 m#434 m#495
Internal Link Dist (ft) 248 271 635 731
Turn Bay Length (ft) 175 125 225 150 200 200
Base Capacity (vph) 835 951 271 542 372 373 1815 354 1792 866
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.97 0.84 0.37 0.61 0.79 0.87 0.83 0.78 0.94 0.96
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 20 (18%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.97
Intersection Signal Delay: 45.5 Intersection LOS: D
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 66: Country Club Drive & Washington Street
Build 2015 Alternative 1 PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 67
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 0 0 150 0
Storage Lanes 1 2 0 0 0 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.95 0.95 0.88 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99
Frt 0.850 0.967
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 1665 1665 2760 00004835 0 3400 5036 0
Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 1665 1665 2698 00004835 0 3400 5036 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 71 88
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 503 681 811 556
Travel Time (s) 11.4 15.5 18.4 12.6
Volume (vph) 421 0 749 00001709 485 405 1438 0
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 453 0 805 00001762 500 440 1563 0
Lane Group Flow (vph) 227 226 805 00002262 0 440 1563 0
Turn Type Split Perm Prot
Protected Phases 4 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 35.0 35.0 35.0 0.0 0.0 0.0 0.0 56.0 0.0 19.0 75.0 0.0
Total Split (%) 31.8% 31.8% 31.8% 0.0% 0.0% 0.0% 0.0% 50.9% 0.0% 17.3% 68.2% 0.0%
Maximum Green (s) 30.0 30.0 30.0 51.0 14.0 70.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 31.0 31.0 31.0 52.0 15.0 71.0
Actuated g/C Ratio 0.28 0.28 0.28 0.47 0.14 0.65
v/c Ratio 0.48 0.48 0.99 0.97 0.95 0.48
Control Delay 37.0 37.0 66.4 23.9 56.7 3.6
Queue Delay 1.0 1.0 0.0 0.4 0.0 0.4
Build 2015 Alternative 1 PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 68
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 38.0 38.0 66.4 24.3 56.7 4.0
LOS D D E C E A
Approach Delay 56.2 24.3 15.6
Approach LOS E C B
Queue Length 50th (ft) 140 140 299 479 151 48
Queue Length 95th (ft) 221 220 #448 m#645 m124 m35
Internal Link Dist (ft) 423 601 731 476
Turn Bay Length (ft) 175 175 150
Base Capacity (vph) 469 469 811 2332 464 3251
Starvation Cap Reductn 0 0 0 0 0 1033
Spillback Cap Reductn 87 87 0 8 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.59 0.59 0.99 0.97 0.95 0.70
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 28 (25%), Referenced to phase 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.99
Intersection Signal Delay: 28.4 Intersection LOS: C
Intersection Capacity Utilization 84.0% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 69: I-10 EB Off-Ramp & Washington Street
Build 2015 Alternative 1 PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 69
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 275 275 200 0 125 0
Storage Lanes 1 0 2 1 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 1.00 0.97 0.97 0.99
Frt 0.882 0.985 0.850 0.850 0.972
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3013 0 3400 3296 1427 3400 5036 1568 3400 4866 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3013 0 3400 3296 1381 3400 5036 1517 3400 4866 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 12 193 487 41
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 441 793 556 2019
Travel Time (s) 10.0 18.0 12.6 45.9
Volume (vph) 42 188 684 735 356 237 851 884 906 215 727 165
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.67 0.67 0.67 0.86 0.86 0.86 0.97 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 63 281 1021 855 414 276 877 911 934 234 790 179
Lane Group Flow (vph) 63 1302 0 855 459 231 877 911 934 234 969 0
Turn Type Prot Prot Perm Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2
Detector Phases 7 4 38852216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 13.0 34.0 0.0 25.0 46.0 46.0 26.0 41.0 41.0 10.0 25.0 0.0
Total Split (%) 11.8% 30.9% 0.0% 22.7% 41.8% 41.8% 23.6% 37.3% 37.3% 9.1% 22.7% 0.0%
Maximum Green (s) 8.0 29.0 20.0 41.0 41.0 21.0 36.0 36.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.5 30.0 21.0 44.6 44.6 22.0 37.0 37.0 6.0 21.0
Actuated g/C Ratio 0.08 0.27 0.19 0.41 0.41 0.20 0.34 0.34 0.05 0.19
v/c Ratio 0.47 1.54dr 1.32 0.34 0.34 1.29 0.54 1.12 1.26 1.01
Control Delay 60.0 132.4 184.3 26.0 8.0 169.8 26.2 88.7 197.6 73.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 27.5 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 70
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 60.0 132.4 184.3 26.0 8.0 169.8 26.2 116.2 197.6 73.7
LOS EF FCAFCFFE
Approach Delay 129.1 110.9 103.4 97.8
Approach LOS FFFF
Queue Length 50th (ft) 43 ~496 ~403 133 20 ~410 200 ~534 ~107 ~246
Queue Length 95th (ft) 64 #336 m#480 m151 m43 m#472 m221 m#651 #187 #345
Internal Link Dist (ft) 361 713 476 1939
Turn Bay Length (ft) 200 275 275 200 125
Base Capacity (vph) 143 1072 649 1345 675 680 1694 833 185 962
Starvation Cap Reductn 0 0 000004500
Spillback Cap Reductn 0 0 00000000
Storage Cap Reductn 0 0 00000000
Reduced v/c Ratio 0.44 1.21 1.32 0.34 0.34 1.29 0.54 1.19 1.26 1.01
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 12 (11%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.32
Intersection Signal Delay: 109.2 Intersection LOS: F
Intersection Capacity Utilization 104.6% ICU Level of Service G
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 72: Varner Road & Washington Street
Build 2015 Alternative 1 PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 71
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 200 0 150 0 0
Storage Lanes 1 2 2100
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 00000
Turning Speed (mph) 9 9 15 15 9 15 9
Lane Util. Factor 0.91 1.00 1.00 0.97 0.95 0.97 1.00 1.00 1.00
Ped Bike Factor 0.97 0.97
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 5036 0 1568 3400 3505 3400 1568 0 0
Flt Permitted 0.950 0.950
Satd. Flow (perm) 5036 0 1517 3400 3505 3400 1517 0 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 379 93
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 793 871 1130 947
Travel Time (s) 18.0 19.8 25.7 21.5
Volume (vph) 959 0 368 94 827 1504 129 0 0
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.97 0.97 0.97 0.91 0.91 0.86 0.86 0.92 0.92
Adj. Flow (vph) 989 0 379 103 909 1749 150 0 0
Lane Group Flow (vph) 989 0 379 103 909 1749 150 0 0
Turn Type Perm Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 4 2
Detector Phases 4 43822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 9.0 21.0 21.0 21.0
Total Split (s) 31.0 0.0 31.0 10.0 41.0 69.0 69.0 0.0 0.0
Total Split (%) 28.2% 0.0% 28.2% 9.1% 37.3% 62.7% 62.7% 0.0% 0.0%
Maximum Green (s) 26.0 26.0 5.0 36.0 64.0 64.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode C-Max C-Max None C-Max None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 28.8 28.8 6.8 39.5 62.5 62.5
Actuated g/C Ratio 0.26 0.26 0.06 0.36 0.57 0.57
v/c Ratio 0.75 0.56 0.49 0.72 0.91 0.17
Control Delay 28.1 3.6 58.8 35.2 28.9 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 72
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Total Delay 28.1 3.6 58.8 35.2 28.9 4.6
LOS C A E D C A
Approach Delay 21.3 37.6 26.9
Approach LOS C D C
Queue Length 50th (ft) 230 24 37 300 503 16
Queue Length 95th (ft) m189 m14 66 379 561 40
Internal Link Dist (ft) 713 791 1050 867
Turn Bay Length (ft) 200 150
Base Capacity (vph) 1317 676 209 1259 2009 934
Starvation Cap Reductn 0 00000
Spillback Cap Reductn 0 00000
Storage Cap Reductn 0 00000
Reduced v/c Ratio 0.75 0.56 0.49 0.72 0.87 0.16
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 24 (22%), Referenced to phase 4:EBT and 8:WBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 27.7 Intersection LOS: C
Intersection Capacity Utilization 74.8% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 75: Varner Road & I-10 WB Off-Ramp
Build 2015 Alternative 1 PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 73
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 125 0 0 0 50 50
Storage Lanes 1 1 1 0 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 0.95 1.00 0.97
Frt 0.850 0.992 0.850
Flt Protected 0.950 0.950 0.955 0.950 0.950
Satd. Flow (prot) 1752 5036 1568 1752 4981 0 0 1762 1845 1665 1665 1568
Flt Permitted 0.950 0.950 0.955 0.950 0.950
Satd. Flow (perm) 1752 5036 1484 1752 4981 0 0 1762 1845 1665 1665 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 20 10 40
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1603 1835 347 441
Travel Time (s) 36.4 41.7 7.9 10.0
Volume (vph) 31 1474 35 6 1183 67 20 1 0 216 0 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.79 0.79 0.79 0.99 0.99 0.99 0.58 0.58 0.58 0.77 0.77 0.77
Adj. Flow (vph) 39 1866 44 6 1195 68 34 2 0 281 0 47
Lane Group Flow (vph) 39 1866 44 6 1263 0 0 36 0 141 140 47
Turn Type Prot Perm Prot Split Perm Split Perm
Protected Phases 7 4 3 8 5 5 2 2
Permitted Phases 4 5 2
Detector Phases 74438 555222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 11.0 55.0 55.0 10.0 54.0 0.0 22.0 22.0 22.0 23.0 23.0 23.0
Total Split (%) 10.0% 50.0% 50.0% 9.1% 49.1% 0.0% 20.0% 20.0% 20.0% 20.9% 20.9% 20.9%
Maximum Green (s) 6.0 50.0 50.0 5.0 49.0 17.0 17.0 17.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None Max Max Max Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 000000
Act Effct Green (s) 6.9 57.8 57.8 6.0 53.2 18.0 20.2 20.2 20.2
Actuated g/C Ratio 0.06 0.53 0.53 0.05 0.48 0.16 0.18 0.18 0.18
v/c Ratio 0.35 0.71 0.06 0.06 0.52 0.12 0.46 0.46 0.15
Control Delay 71.9 5.6 0.7 50.8 20.9 40.7 46.3 46.2 16.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 74
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 71.9 5.6 0.7 50.8 20.9 40.7 46.3 46.2 16.0
LOS E A A D C D D D B
Approach Delay 6.8 21.1 40.7 41.9
Approach LOS A C D D
Queue Length 50th (ft) 25 22 0 4 230 22 95 94 4
Queue Length 95th (ft) m27 m345 m3 18 275 33 136 135 28
Internal Link Dist (ft) 1523 1755 267 361
Turn Bay Length (ft) 100 100 125 50 50
Base Capacity (vph) 111 2644 789 96 2413 288 307 307 312
Starvation Cap Reductn 00000 0 000
Spillback Cap Reductn 00000 0 000
Storage Cap Reductn 00000 0 000
Reduced v/c Ratio 0.35 0.71 0.06 0.06 0.52 0.13 0.46 0.46 0.15
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 28 (25%), Referenced to phase 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 15.4 Intersection LOS: B
Intersection Capacity Utilization 65.1% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 80: Fred Waring Drive & Palm Royale Drive
Build 2015 Alternative 1 PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 75
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 325 200 500 0 0 0 0 0
Storage Lanes 1 1 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 0.97 1.00 0.98 0.99
Frt 0.850 0.990 0.924 0.937
Flt Protected 0.950 0.950 0.981 0.982
Satd. Flow (prot) 1752 5036 1568 1752 4975 0 0 3125 0 0 3181 0
Flt Permitted 0.950 0.950 0.761 0.687
Satd. Flow (perm) 1752 5036 1517 1752 4975 0 0 2424 0 0 2226 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 77 17 149 72
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1018 1285 1032 476
Travel Time (s) 23.1 29.2 23.5 10.8
Volume (vph) 67 1808 85 152 1379 97 99 29 133 55 34 64
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.98 0.98 0.98 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 73 1965 92 155 1407 99 111 33 149 62 38 72
Lane Group Flow (vph) 73 1965 92 155 1506 0 0 293 0 0 172 0
Turn Type Prot Perm Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2
Detector Phases 74438 22 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 18.0 60.0 60.0 26.0 68.0 0.0 24.0 24.0 0.0 24.0 24.0 0.0
Total Split (%) 16.4% 54.5% 54.5% 23.6% 61.8% 0.0% 21.8% 21.8% 0.0% 21.8% 21.8% 0.0%
Maximum Green (s) 13.0 55.0 55.0 21.0 63.0 19.0 19.0 19.0 19.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 10.7 62.9 62.9 15.1 69.5 20.0 20.0
Actuated g/C Ratio 0.10 0.57 0.57 0.14 0.63 0.18 0.18
v/c Ratio 0.43 0.68 0.10 0.64 0.48 0.52 0.37
Control Delay 61.6 13.7 2.4 56.1 10.2 23.2 25.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 76
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 61.6 13.7 2.4 56.1 10.2 23.2 25.2
LOS EBAEB C C
Approach Delay 14.8 14.5 23.2 25.2
Approach LOS B B C C
Queue Length 50th (ft) 53 358 6 65 335 46 32
Queue Length 95th (ft) m68 404 m14 m105 373 90 64
Internal Link Dist (ft) 938 1205 952 396
Turn Bay Length (ft) 325 200 500
Base Capacity (vph) 223 2878 900 350 3151 563 464
Starvation Cap Reductn 00000 0 0
Spillback Cap Reductn 00000 0 0
Storage Cap Reductn 00000 0 0
Reduced v/c Ratio 0.33 0.68 0.10 0.44 0.48 0.52 0.37
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 64 (58%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 15.7 Intersection LOS: B
Intersection Capacity Utilization 83.4% ICU Level of Service E
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 83: SR-111 & La Quinta Center
Build 2015 Alternative 1 PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 77
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 425 0 475 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 1.00 1.00 0.99 1.00
Frt 0.993 0.991 0.938 0.983
Flt Protected 0.950 0.950 0.978 0.962
Satd. Flow (prot) 1752 4996 0 1752 4984 0 0 3184 0 0 3306 0
Flt Permitted 0.950 0.950 0.685 0.650
Satd. Flow (perm) 1752 4996 0 1752 4984 0 0 2230 0 0 2234 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 17 20 129 23
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1266 1018 562 414
Travel Time (s) 28.8 23.1 12.8 9.4
Volume (vph) 103 1633 78 89 1348 82 111 34 103 235 33 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.80 0.80 0.80 0.85 0.85 0.85
Adj. Flow (vph) 110 1737 83 92 1390 85 139 42 129 276 39 39
Lane Group Flow (vph) 110 1820 0 92 1475 0 0 310 0 0 354 0
Turn Type Prot Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 2 2
Detector Phases 7 4 3 8 2 2 2 2
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 9.0 9.0 9.0
Total Split (s) 11.0 28.0 0.0 9.0 26.0 0.0 18.0 18.0 0.0 18.0 18.0 0.0
Total Split (%) 20.0% 50.9% 0.0% 16.4% 47.3% 0.0% 32.7% 32.7% 0.0% 32.7% 32.7% 0.0%
Maximum Green (s) 6.0 23.0 4.0 21.0 13.0 13.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None C-Max C-Max C-Max C-Max
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 6.9 25.1 5.0 23.5 14.7 14.7
Actuated g/C Ratio 0.13 0.46 0.09 0.43 0.27 0.27
v/c Ratio 0.50 0.80 0.58 0.69 0.45 0.94dl
Control Delay 35.2 11.5 53.8 11.6 12.3 21.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 1 PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 78
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 35.2 11.5 53.8 11.6 12.3 21.0
LOS DB DB B C
Approach Delay 12.8 14.1 12.3 21.0
Approach LOS B B B C
Queue Length 50th (ft) 60 197 62 101 25 50
Queue Length 95th (ft) m74 m245 #110 175 45 80
Internal Link Dist (ft) 1186 938 482 334
Turn Bay Length (ft) 425 475
Base Capacity (vph) 223 2286 159 2138 692 616
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.49 0.80 0.58 0.69 0.45 0.57
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 46 (84%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 14.0 Intersection LOS: B
Intersection Capacity Utilization 78.3% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Splits and Phases: 85: SR-111 & Simon Drive
Build 2015 Alternative 1 PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 79
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.97 1.00 1.00
Frt 0.920 0.850 0.999 0.991
Flt Protected 0.985 0.964 0.950 0.950
Satd. Flow (prot) 0 1640 0 0 1778 1568 1752 5028 0 1752 4981 0
Flt Permitted 0.810 0.489 0.950 0.950
Satd. Flow (perm) 0 1348 0 0 902 1517 1752 5028 0 1752 4981 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 70 294 1 12
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 699 313 671 2114
Travel Time (s) 15.9 7.1 15.3 48.0
Volume (vph) 105 39 210 105 34 325 94 1510 14 243 1865 114
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 42 228 114 37 353 102 1641 15 264 2027 124
Lane Group Flow (vph) 0 384 0 0 151 353 102 1656 0 264 2151 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 4
Detector Phases 4 4 44452 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 39.0 39.0 0.0 39.0 39.0 39.0 13.0 46.0 0.0 25.0 58.0 0.0
Total Split (%) 35.5% 35.5% 0.0% 35.5% 35.5% 35.5% 11.8% 41.8% 0.0% 22.7% 52.7% 0.0%
Maximum Green (s) 34.0 34.0 34.0 34.0 34.0 8.0 41.0 20.0 53.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 30.9 30.9 30.9 9.5 47.1 20.0 57.6
Actuated g/C Ratio 0.28 0.28 0.28 0.09 0.43 0.18 0.52
v/c Ratio 0.90 0.59 0.55 0.68 0.77 0.83 0.82
Control Delay 47.7 43.6 9.6 53.2 27.7 81.0 10.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 47.7 43.6 9.6 53.2 27.7 81.0 10.1
LOS D D A D C F B
Build 2015 Alternative 1 PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Build 2015 Alternative 1 Peak Hour Synchro 6 Report
VRPA Technologies Page 80
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Approach Delay 47.7 19.8 29.2 17.8
Approach LOS D B C B
Queue Length 50th (ft) 221 87 30 57 412 185 100
Queue Length 95th (ft) #369 157 110 m66 m453 m231 110
Internal Link Dist (ft) 619 233 591 2034
Turn Bay Length (ft)
Base Capacity (vph) 477 287 683 152 2151 335 2615
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.81 0.53 0.52 0.67 0.77 0.79 0.82
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 46 (42%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 24.2 Intersection LOS: C
Intersection Capacity Utilization 82.0% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 94: Channel Drive & Washington Street
Alternative 2
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 200 200 0 300 200 300 150
Storage Lanes 1 1 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99 0.98 0.98
Frt 0.850 0.955 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3322 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1529 1752 3322 0 3400 5036 1530 3400 5036 1529
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 100 142 76
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2632 1220 1091 2684
Travel Time (s) 59.8 27.7 24.8 61.0
Volume (vph) 41 633 499 123 593 252 342 788 122 284 774 63
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.90 0.90 0.90 0.86 0.86 0.86 0.83 0.83 0.83
Adj. Flow (vph) 49 754 594 137 659 280 398 916 142 342 933 76
Lane Group Flow (vph) 49 754 594 137 939 0 398 916 142 342 933 76
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 25.0 25.0 11.0 27.0 0.0 14.0 21.0 21.0 13.0 20.0 20.0
Total Split (%) 12.9% 35.7% 35.7% 15.7% 38.6% 0.0% 20.0% 30.0% 30.0% 18.6% 28.6% 28.6%
Maximum Green (s) 4.0 20.0 20.0 6.0 22.0 9.0 16.0 16.0 8.0 15.0 15.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None None Max Max
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 5.0 20.2 20.2 7.0 25.9 10.0 17.0 17.0 9.0 16.0 16.0
Actuated g/C Ratio 0.07 0.29 0.29 0.10 0.37 0.14 0.25 0.25 0.13 0.23 0.23
v/c Ratio 0.40 0.74 0.86 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Control Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
LOS DCCEC DCADCA
Approach Delay 26.5 26.6 30.6 33.3
Approach LOS CCCC
Queue Length 50th (ft) 21 151 99 59 172 87 133 0 74 139 0
Queue Length 95th (ft) 49 192 #243 #147 #248 #142 167 35 #116 166 26
Internal Link Dist (ft) 2552 1140 1011 2604
Turn Bay Length (ft) 200 200 200 300 200 300 150
Base Capacity (vph) 121 1052 700 177 1304 492 1237 483 442 1165 412
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.40 0.72 0.85 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Intersection Summary
Area Type: Other
Cycle Length: 70
Actuated Cycle Length: 69.2
Natural Cycle: 70
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 29.4 Intersection LOS: C
Intersection Capacity Utilization 66.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Avenue 48 & Jefferson Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 100 225 100 200 100 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.98 0.98 0.98
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1530 3400 5036 1530 3400 5036 1530 3400 5036 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 188 217 213 220
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1265 1319 2632 886
Travel Time (s) 28.8 30.0 59.8 20.1
Volume (vph) 157 1118 201 216 789 182 200 681 322 249 858 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.90 0.90 0.90 0.84 0.84 0.84 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Lane Group Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 22.0 22.0 10.0 21.0 21.0 10.0 23.0 23.0 10.0 23.0 23.0
Total Split (%) 16.9% 33.8% 33.8% 15.4% 32.3% 32.3% 15.4% 35.4% 35.4% 15.4% 35.4% 35.4%
Maximum Green (s) 6.0 17.0 17.0 5.0 16.0 16.0 5.0 18.0 18.0 5.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max None Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 18.0 18.0 6.0 17.0 17.0 6.0 19.0 19.0 6.0 19.0 19.0
Actuated g/C Ratio 0.11 0.28 0.28 0.09 0.26 0.26 0.09 0.29 0.29 0.09 0.29 0.29
v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Control Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
LOS CCADCADCBECA
Approach Delay 29.0 27.2 21.9 26.6
Approach LOS CCCC
Queue Length 50th (ft) 34 172 10 52 123 0 43 88 42 56 118 6
Queue Length 95th (ft) 61 #251 57 #97 150 37 #87 121 116 #119 158 53
Internal Link Dist (ft) 1185 1239 2552 806
Turn Bay Length (ft) 225 100 225 100 200 100 200 100
Base Capacity (vph) 366 1395 560 314 1317 560 314 1472 598 314 1472 603
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 26.4 Intersection LOS: C
Intersection Capacity Utilization 63.4% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 6: Fred Waring Drive & Jefferson Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 5
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 0 0 200
Storage Lanes 1 0 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 0.97 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor 0.99
Frt 0.850 0.974
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 1568 4879 0 1752 5036
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 1568 4879 0 1752 5036
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 243 59
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2592 902 2717
Travel Time (s) 58.9 20.5 61.8
Volume (vph) 619 224 1712 358 440 1713
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 673 243 1861 389 478 1862
Lane Group Flow (vph) 673 243 2250 0 478 1862
Turn Type Prot Prot
Protected Phases 4 4 2 1 6
Permitted Phases
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 22.0 22.0 49.0 0.0 29.0 78.0
Total Split (%) 22.0% 22.0% 49.0% 0.0% 29.0% 78.0%
Maximum Green (s) 17.0 17.0 44.0 24.0 73.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 18.0 18.0 45.0 25.0 74.0
Actuated g/C Ratio 0.18 0.18 0.45 0.25 0.74
v/c Ratio 1.10 0.50 1.01 1.09 0.50
Control Delay 106.0 8.8 49.0 106.9 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 6
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 106.0 8.8 49.0 106.9 5.9
LOS F A D F A
Approach Delay 80.2 49.0 26.5
Approach LOS F D C
Queue Length 50th (ft) ~252 0 ~516 ~346 150
Queue Length 95th (ft) #364 65 #644 #542 177
Internal Link Dist (ft) 2512 822 2637
Turn Bay Length (ft) 225 200
Base Capacity (vph) 612 482 2228 438 3727
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 1.10 0.50 1.01 1.09 0.50
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 100
Natural Cycle: 100
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 44.6 Intersection LOS: D
Intersection Capacity Utilization 93.3% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: Avenue 48 & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 1000 150 150 200 125 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 305 273 106 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2635 1603 3324 2303
Travel Time (s) 59.9 36.4 75.5 52.3
Volume (vph) 354 1235 611 255 866 296 545 1376 181 557 1700 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 385 1342 664 277 941 322 592 1496 197 605 1848 239
Lane Group Flow (vph) 385 1342 664 277 941 322 592 1496 197 605 1848 239
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 17.0 32.0 32.0 13.0 28.0 28.0 22.0 41.0 41.0 24.0 43.0 43.0
Total Split (%) 15.5% 29.1% 29.1% 11.8% 25.5% 25.5% 20.0% 37.3% 37.3% 21.8% 39.1% 39.1%
Maximum Green (s) 12.0 27.0 27.0 8.0 23.0 23.0 17.0 36.0 36.0 19.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 13.0 28.0 28.0 9.0 24.0 24.0 18.0 37.0 37.0 20.0 39.0 39.0
Actuated g/C Ratio 0.12 0.25 0.25 0.08 0.22 0.22 0.16 0.34 0.34 0.18 0.35 0.35
v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.59 1.06 0.88 0.34 0.98 1.04 0.40
Control Delay 84.4 78.6 82.7 90.5 38.8 17.1 79.2 29.0 12.5 79.2 49.4 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 84.4 78.6 82.7 90.5 38.8 17.1 79.2 29.0 12.5 79.2 49.4 7.1
LOS FEFFDBECBEDA
Approach Delay 80.6 43.5 40.6 52.3
Approach LOS F D D D
Queue Length 50th (ft) 141 ~378 ~354 86 245 125 ~229 403 77 197 ~523 33
Queue Length 95th (ft) #237 #473 #581 #183 #309 216 m#233 m398 m80 #329 #598 m26
Internal Link Dist (ft) 2555 1523 3244 2223
Turn Bay Length (ft) 400 1000 150 150 200 125 200 100
Base Capacity (vph) 402 1282 614 278 1099 544 556 1694 581 618 1785 596
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.59 1.06 0.88 0.34 0.98 1.04 0.40
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 91 (83%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.08
Intersection Signal Delay: 55.4 Intersection LOS: E
Intersection Capacity Utilization 92.9% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Fred Waring Drive & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 200 0 300 250 175 200
Storage Lanes 2 1 2 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.850 0.971 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3505 1568 3400 3382 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3505 1517 3400 3382 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 461 31 173 203
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 840 1276 2684 2668
Travel Time (s) 19.1 29.0 61.0 60.6
Volume (vph) 269 1111 456 107 1030 247 399 462 159 448 589 187
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 292 1208 496 116 1120 268 434 502 173 487 640 203
Lane Group Flow (vph) 292 1208 496 116 1388 0 434 502 173 487 640 203
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 47.0 47.0 21.0 47.0 0.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 42.7% 42.7% 19.1% 42.7% 0.0% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 42.0 42.0 16.0 42.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 000000
Act Effct Green (s) 17.0 43.0 43.0 17.0 43.0 17.0 17.0 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.15 0.39 0.39 0.15 0.39 0.15 0.15 0.15 0.15 0.15 0.15
v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Control Delay 68.6 17.0 2.2 42.0 67.0 59.5 48.0 10.4 51.2 48.0 17.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 68.6 17.0 2.2 42.0 67.0 59.5 48.0 10.4 51.2 48.0 17.4
LOS EBADE EDBDDB
Approach Delay 20.9 65.1 46.6 44.5
Approach LOS C E D D
Queue Length 50th (ft) 113 65 1 37 ~549 155 123 0 127 178 71
Queue Length 95th (ft) m159 #161 0 64 #688 #230 162 61 #265 #224 110
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 760 1196 2604 2588
Turn Bay Length (ft) 250 200 300 250 175 200
Base Capacity (vph) 525 1370 874 525 1341 525 778 381 525 778 406
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 67 (61%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 105
Control Type: Pretimed
Maximum v/c Ratio: 1.04
Intersection Signal Delay: 42.2 Intersection LOS: D
Intersection Capacity Utilization 83.7% ICU Level of Service E
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 13: SR-111 & Jefferson Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 11
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850
Storage Length (ft) 350 225 550 0 450 175 225 0
Storage Lanes 2 1 2 0 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 0.99 0.97 1.00
Frt 0.850 0.941 0.850 0.982
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3310 4903 1527 3310 4556 0 3310 4903 1527 3310 4796 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3310 4903 1478 3310 4556 0 3310 4903 1478 3310 4796 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 305 153 144 23
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 930 1266 2658 671
Travel Time (s) 21.1 28.8 60.4 15.3
Volume (vph) 309 1263 572 180 852 549 422 898 135 480 1318 180
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 336 1373 622 196 926 597 459 976 147 522 1433 196
Lane Group Flow (vph) 336 1373 622 196 1523 0 459 976 147 522 1629 0
Turn Type Prot Perm Prot Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2
Detector Phases 74438 52216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 15.0 32.0 32.0 21.0 38.0 0.0 18.0 32.0 32.0 25.0 39.0 0.0
Total Split (%) 13.6% 29.1% 29.1% 19.1% 34.5% 0.0% 16.4% 29.1% 29.1% 22.7% 35.5% 0.0%
Maximum Green (s) 10.0 27.0 27.0 16.0 33.0 13.0 27.0 27.0 20.0 34.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000 00 0
Act Effct Green (s) 11.0 32.2 32.2 12.8 34.0 14.0 28.5 28.5 20.5 35.0
Actuated g/C Ratio 0.10 0.29 0.29 0.12 0.31 0.13 0.26 0.26 0.19 0.32
v/c Ratio 1.02 0.96 0.96 0.51 1.06dr 1.09 0.77 0.30 0.85 1.06
Control Delay 81.3 44.0 40.9 55.6 42.3 115.7 42.6 7.5 36.6 72.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 12
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 81.3 44.0 40.9 55.6 42.3 115.7 42.6 7.5 36.6 72.0
LOS FDDED FDADE
Approach Delay 48.5 43.8 60.5 63.4
Approach LOS D D E E
Queue Length 50th (ft) ~123 367 347 74 ~173 ~188 235 2 182 ~468
Queue Length 95th (ft) m#154 m#467 m#389 m102 #462 #291 288 51 m#234 m#565
Internal Link Dist (ft) 850 1186 2578 591
Turn Bay Length (ft) 350 225 550 450 175 225
Base Capacity (vph) 331 1433 648 512 1514 421 1271 490 632 1542
Starvation Cap Reductn 00000 00000
Spillback Cap Reductn 00000 00000
Storage Cap Reductn 00000 00000
Reduced v/c Ratio 1.02 0.96 0.96 0.38 1.01 1.09 0.77 0.30 0.83 1.06
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 102 (93%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.09
Intersection Signal Delay: 54.1 Intersection LOS: D
Intersection Capacity Utilization 95.1% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 14: SR-111 & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 150 150 0 0 125 0
Storage Lanes 1 0 1 1 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 1.00 0.98 0.99 0.98
Frt 0.995 0.850 0.966 0.850
Flt Protected 0.950 0.950 0.993 0.950 0.963
Satd. Flow (prot) 1752 3483 0 1752 3505 1568 0 1753 0 1665 1688 1568
Flt Permitted 0.950 0.950 0.993 0.950 0.963
Satd. Flow (perm) 1752 3483 0 1752 3505 1530 0 1753 0 1665 1688 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 5 342 21 258
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2592 2628 875 3025
Travel Time (s) 58.9 59.7 19.9 68.8
Volume (vph) 148 466 16 9 428 315 19 85 35 455 60 240
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.84 0.84 0.84 0.93 0.93 0.93
Adj. Flow (vph) 154 485 17 10 465 342 23 101 42 489 65 258
Lane Group Flow (vph) 154 502 0 10 465 342 0 166 0 270 284 258
Turn Type Prot Prot Perm Split Split Perm
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 8 1
Detector Phases 7 4 38822 111
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 9.0 21.0 21.0 21.0
Total Split (s) 11.0 23.0 0.0 9.0 21.0 21.0 12.0 12.0 0.0 21.0 21.0 21.0
Total Split (%) 16.9% 35.4% 0.0% 13.8% 32.3% 32.3% 18.5% 18.5% 0.0% 32.3% 32.3% 32.3%
Maximum Green (s) 6.0 18.0 4.0 16.0 16.0 7.0 7.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 7.0 23.9 5.0 14.6 14.6 7.9 17.0 17.0 17.0
Actuated g/C Ratio 0.11 0.38 0.07 0.23 0.23 0.13 0.27 0.27 0.27
v/c Ratio 0.78 0.38 0.08 0.57 0.55 0.69 0.60 0.62 0.43
Control Delay 58.0 15.5 31.3 24.1 6.5 41.2 26.9 27.5 5.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 14
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 58.0 15.5 31.3 24.1 6.5 41.2 26.9 27.5 5.5
LOS EB CCA D CCA
Approach Delay 25.5 16.8 41.2 20.3
Approach LOS C B D C
Queue Length 50th (ft) 59 65 4 82 0 54 94 101 0
Queue Length 95th (ft) #153 126 17 123 55 #124 174 183 49
Internal Link Dist (ft) 2512 2548 795 2945
Turn Bay Length (ft) 200 150 150 125
Base Capacity (vph) 197 1333 126 919 654 242 453 459 604
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.78 0.38 0.08 0.51 0.52 0.69 0.60 0.62 0.43
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 62.6
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 22.0 Intersection LOS: C
Intersection Capacity Utilization 51.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 17: Avenue 48 & Adams Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 15
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 100 0 100 0 100 100
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.989 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3455 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1526 1752 3455 0 1752 1845 1526 1752 1845 1526
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 56 10 127 37
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1822 2648 2644 683
Travel Time (s) 41.4 60.2 60.1 15.5
Volume (vph) 23 665 65 130 789 60 353 117 117 142 137 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 25 723 71 141 858 65 384 127 127 154 149 37
Lane Group Flow (vph) 25 723 71 141 923 0 384 127 127 154 149 37
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 24.0 24.0 11.0 26.0 0.0 23.0 28.0 28.0 17.0 22.0 22.0
Total Split (%) 11.3% 30.0% 30.0% 13.8% 32.5% 0.0% 28.8% 35.0% 35.0% 21.3% 27.5% 27.5%
Maximum Green (s) 4.0 19.0 19.0 6.0 21.0 18.0 23.0 23.0 12.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 5.0 20.4 20.4 7.1 28.3 18.3 19.0 19.0 11.2 12.0 12.0
Actuated g/C Ratio 0.07 0.29 0.29 0.10 0.40 0.26 0.27 0.27 0.15 0.16 0.16
v/c Ratio 0.22 0.72 0.15 0.80 0.67 0.85 0.26 0.25 0.57 0.50 0.13
Control Delay 39.9 29.7 10.0 68.9 24.6 47.1 23.5 6.0 38.5 33.8 10.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 16
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 39.9 29.7 10.0 68.9 24.6 47.1 23.5 6.0 38.5 33.8 10.5
LOS DCAEC DCADCB
Approach Delay 28.3 30.5 34.2 33.4
Approach LOS CCCC
Queue Length 50th (ft) 11 160 5 65 169 168 47 0 65 63 0
Queue Length 95th (ft) 36 #261 37 #176 #356 #345 90 37 129 116 23
Internal Link Dist (ft) 1742 2568 2564 603
Turn Bay Length (ft) 100 100 100 100 100 100
Base Capacity (vph) 116 1004 477 176 1380 468 587 572 304 420 376
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.22 0.72 0.15 0.80 0.67 0.82 0.22 0.22 0.51 0.35 0.10
Intersection Summary
Area Type: Other
Cycle Length: 80
Actuated Cycle Length: 71.1
Natural Cycle: 80
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.85
Intersection Signal Delay: 31.0 Intersection LOS: C
Intersection Capacity Utilization 69.0% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: Fred Waring Drive & Adams Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 17
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 200 400 150 150 150 150 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.98 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1535 3400 3505 1522 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 214 124 67 174
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1285 1329 3025 2276
Travel Time (s) 29.2 30.2 68.8 51.7
Volume (vph) 235 1394 233 137 1190 158 217 325 62 504 380 172
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 255 1515 253 149 1293 172 236 353 67 548 413 187
Lane Group Flow (vph) 255 1515 253 149 1293 172 236 353 67 548 413 187
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 21.0 21.0
Total Split (s) 18.0 45.0 45.0 13.0 40.0 40.0 17.0 23.0 23.0 29.0 35.0 35.0
Total Split (%) 16.4% 40.9% 40.9% 11.8% 36.4% 36.4% 15.5% 20.9% 20.9% 26.4% 31.8% 31.8%
Maximum Green (s) 13.0 40.0 40.0 8.0 35.0 35.0 12.0 18.0 18.0 24.0 30.0 30.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 13.2 41.2 41.2 8.8 36.8 36.8 12.3 21.5 21.5 22.5 31.7 31.7
Actuated g/C Ratio 0.12 0.37 0.37 0.08 0.33 0.33 0.11 0.20 0.20 0.20 0.29 0.29
v/c Ratio 0.62 0.80 0.36 0.55 0.77 0.29 0.62 0.51 0.19 0.79 0.41 0.33
Control Delay 40.5 25.6 8.5 45.7 27.5 12.3 54.1 43.4 11.1 44.8 31.3 6.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 18
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 40.5 25.6 8.5 45.7 27.5 12.3 54.1 43.4 11.1 44.8 31.3 6.7
LOS DCADCBDDBDCA
Approach Delay 25.3 27.6 43.9 33.7
Approach LOS CCDC
Queue Length 50th (ft) 71 400 84 44 315 73 82 120 0 191 130 15
Queue Length 95th (ft) 113 409 122 m60 372 m87 124 171 39 248 178 69
Internal Link Dist (ft) 1205 1249 2945 2196
Turn Bay Length (ft) 575 200 400 150 150 150 150 150
Base Capacity (vph) 433 1885 702 278 1686 596 402 686 352 773 1010 561
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.59 0.80 0.36 0.54 0.77 0.29 0.59 0.51 0.19 0.71 0.41 0.33
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 26 (24%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.80
Intersection Signal Delay: 30.0 Intersection LOS: C
Intersection Capacity Utilization 71.9% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 19: SR-111 & Adams Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 275 0 150 0 0 0 150 0
Storage Lanes 2 0 1 0 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 0.97 1.00 1.00
Ped Bike Factor 0.99 0.97
Frt 0.956 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1524
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 119 131
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2628 2632 570 2692
Travel Time (s) 59.7 59.8 13.0 61.2
Volume (vph) 80 803 0 0 721 299 0 0 0 456 0 124
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.95 0.95 0.95 0.92 0.92 0.92 0.92 0.92 0.92 0.95 0.95 0.95
Adj. Flow (vph) 84 845 0 0 784 325 0 0 0 480 0 131
Lane Group Flow (vph) 84 845 0 0 1109 00004800131
Turn Type Prot Prot Split Prot custom
Protected Phases 7 4 3 8 2 2 1
Permitted Phases 1
Detector Phases 7 4 3 8 2 2 1 1
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 26.0 0.0 9.0 26.0 0.0 10.0 10.0 0.0 15.0 0.0 15.0
Total Split (%) 15.0% 43.3% 0.0% 15.0% 43.3% 0.0% 16.7% 16.7% 0.0% 25.0% 0.0% 25.0%
Maximum Green (s) 4.0 21.0 4.0 21.0 5.0 5.0 10.0 10.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 5.1 23.8 19.2 10.7 10.7
Actuated g/C Ratio 0.11 0.55 0.45 0.25 0.25
v/c Ratio 0.23 0.43 0.71 0.57 0.27
Control Delay 22.2 6.0 12.3 19.0 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 22.2 6.0 12.3 19.0 5.9
LOS C A B B A
Approach Delay 7.4 12.3
Approach LOS A B
Queue Length 50th (ft) 11 53 115 65 0
Queue Length 95th (ft) 28 78 177 105 33
Internal Link Dist (ft) 2548 2552 490 2612
Turn Bay Length (ft) 275 150
Base Capacity (vph) 370 2087 1684 892 496
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.23 0.40 0.66 0.54 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 42.9
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 11.5 Intersection LOS: B
Intersection Capacity Utilization 60.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 22: Avenue 48 & Dune Palms Road
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 21
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 150 0 0
Storage Lanes 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0000
Turning Speed (mph) 9 15 15 9
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Ped Bike Factor 1.00 0.97
Frt 0.983 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3434 0 1752 3505 1752 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3434 0 1752 3505 1752 1523
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 24 221
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2648 1375 2640
Travel Time (s) 60.2 31.3 60.0
Volume (vph) 1298 168 151 1098 166 186
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.80 0.80 0.78 0.78
Adj. Flow (vph) 1545 200 189 1372 213 238
Lane Group Flow (vph) 1745 0 189 1372 213 238
Turn Type Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 2
Detector Phases 4 3822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 9.0 21.0 21.0 21.0
Total Split (s) 53.0 0.0 16.0 69.0 21.0 21.0
Total Split (%) 58.9% 0.0% 17.8% 76.7% 23.3% 23.3%
Maximum Green (s) 48.0 11.0 64.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode Max None Max None None
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 49.3 11.8 65.1 15.1 15.1
Actuated g/C Ratio 0.56 0.13 0.74 0.17 0.17
v/c Ratio 0.90 0.81 0.53 0.71 0.53
Control Delay 26.0 64.2 6.1 48.0 10.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 22
Lane Group EBT EBR WBL WBT NBL NBR
Total Delay 26.0 64.2 6.1 48.0 10.8
LOS C E A D B
Approach Delay 26.0 13.2 28.4
Approach LOS C B C
Queue Length 50th (ft) 446 106 156 113 8
Queue Length 95th (ft) 494 #178 163 158 45
Internal Link Dist (ft) 2568 1295 2560
Turn Bay Length (ft) 150
Base Capacity (vph) 1929 238 2585 331 467
Starvation Cap Reductn 0 0000
Spillback Cap Reductn 0 0000
Storage Cap Reductn 0 0000
Reduced v/c Ratio 0.90 0.79 0.53 0.64 0.51
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 88.2
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 21.0 Intersection LOS: C
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 23: Fred Waring Drive & Dune Palms Road
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 23
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 150 550 150 150 175 200 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 3505 1517 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 84 119 154 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1333 1760 2692 3853
Travel Time (s) 30.3 40.0 61.2 87.6
Volume (vph) 166 1620 123 137 1258 153 91 155 142 164 202 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Lane Group Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 22.0 52.0 52.0 14.0 44.0 44.0 12.0 22.0 22.0 22.0 32.0 32.0
Total Split (%) 20.0% 47.3% 47.3% 12.7% 40.0% 40.0% 10.9% 20.0% 20.0% 20.0% 29.1% 29.1%
Maximum Green (s) 17.0 47.0 47.0 9.0 39.0 39.0 7.0 17.0 17.0 17.0 27.0 27.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 00000
Act Effct Green (s) 11.2 47.3 47.3 9.7 45.8 45.8 8.0 25.1 25.1 11.9 29.0 29.0
Actuated g/C Ratio 0.10 0.43 0.43 0.09 0.42 0.42 0.07 0.23 0.23 0.11 0.26 0.26
v/c Ratio 0.52 0.81 0.19 0.50 0.65 0.24 0.40 0.21 0.33 0.48 0.24 0.27
Control Delay 56.0 19.2 3.5 40.3 28.0 11.7 53.8 36.4 8.2 50.2 33.0 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 24
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 56.0 19.2 3.5 40.3 28.0 11.7 53.8 36.4 8.2 50.2 33.0 7.1
LOS EBADCBDDADCA
Approach Delay 21.4 27.5 30.2 32.2
Approach LOS CCCC
Queue Length 50th (ft) 51 441 23 43 320 58 35 51 0 61 65 0
Queue Length 95th (ft) m58 501 m25 m73 393 m101 62 85 55 95 98 48
Internal Link Dist (ft) 1253 1680 2612 3773
Turn Bay Length (ft) 150 150 550 150 150 175 200 150
Base Capacity (vph) 556 2198 709 309 2098 701 251 800 465 556 925 501
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.32 0.80 0.19 0.48 0.65 0.24 0.39 0.21 0.33 0.32 0.24 0.27
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 17 (15%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 85
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 25.6 Intersection LOS: C
Intersection Capacity Utilization 66.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 24: SR-111 & Dune Palms Road
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 25
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 0 150 0 150 150
Storage Lanes 1 0 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.873 0.940 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 2976 0 1752 3252 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 2976 0 1752 3252 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 200 32 18 80
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2656 1279 1256 2632
Travel Time (s) 60.4 29.1 28.5 59.8
Volume (vph) 193 35 191 14 24 16 107 1019 16 9 1163 99
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.73 0.73 0.73 0.50 0.50 0.50 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 264 48 262 28 48 32 120 1145 18 10 1307 111
Lane Group Flow (vph) 264 310 0 28 80 0 120 1145 18 10 1307 111
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 32.0 43.0 0.0 12.0 23.0 0.0 14.0 44.0 44.0 11.0 41.0 41.0
Total Split (%) 29.1% 39.1% 0.0% 10.9% 20.9% 0.0% 12.7% 40.0% 40.0% 10.0% 37.3% 37.3%
Maximum Green (s) 27.0 38.0 7.0 18.0 9.0 39.0 39.0 6.0 36.0 36.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 21.8 43.8 7.5 25.2 9.4 48.8 48.8 6.7 37.6 37.6
Actuated g/C Ratio 0.20 0.40 0.07 0.23 0.09 0.44 0.44 0.06 0.34 0.34
v/c Ratio 0.76 0.24 0.24 0.10 0.41 0.51 0.03 0.05 0.76 0.19
Control Delay 55.4 9.1 53.3 23.8 53.1 29.5 15.5 49.1 35.8 10.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 26
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 55.4 9.1 53.3 23.8 53.1 29.5 15.5 49.1 35.8 10.1
LOS EA DC DCBDDB
Approach Delay 30.4 31.4 31.5 33.9
Approach LOS CCCC
Queue Length 50th (ft) 176 27 19 14 47 216 2 3 300 15
Queue Length 95th (ft) 194 36 27 15 77 346 m14 12 352 54
Internal Link Dist (ft) 2576 1199 1176 2552
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 446 1305 127 769 309 2234 683 216 1722 571
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.59 0.24 0.22 0.10 0.39 0.51 0.03 0.05 0.76 0.19
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 30 (27%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 32.3 Intersection LOS: C
Intersection Capacity Utilization 53.2% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 27: Miles Avenue & Jefferson Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 27
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 200 200 275
Storage Lanes 1 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.98 0.97 0.97
Frt 0.960 0.906 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3336 0 3400 3112 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3336 0 3400 3112 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 41 229 177 82
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4499 3481 3324 2114
Travel Time (s) 102.3 79.1 75.5 48.0
Volume (vph) 145 303 110 107 127 211 330 1290 183 350 2000 87
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 158 329 120 116 138 229 359 1402 199 380 2174 95
Lane Group Flow (vph) 158 449 0 116 367 0 359 1402 199 380 2174 95
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 13.0 24.0 0.0 10.0 21.0 0.0 25.0 43.0 43.0 33.0 51.0 51.0
Total Split (%) 11.8% 21.8% 0.0% 9.1% 19.1% 0.0% 22.7% 39.1% 39.1% 30.0% 46.4% 46.4%
Maximum Green (s) 8.0 19.0 5.0 16.0 20.0 38.0 38.0 28.0 46.0 46.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 9.0 20.0 6.0 17.0 21.0 40.3 40.3 27.7 47.0 47.0
Actuated g/C Ratio 0.08 0.18 0.05 0.15 0.19 0.37 0.37 0.25 0.43 0.43
v/c Ratio 1.10 0.70 0.63 0.54 1.07 0.76 0.30 0.86 1.01 0.14
Control Delay 153.5 44.9 66.4 19.1 74.7 30.5 11.4 74.1 35.0 0.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 28
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Total Delay 153.5 44.9 66.4 19.1 74.7 30.5 11.4 74.1 35.0 0.6
LOS FD EB ECBEDA
Approach Delay 73.2 30.4 36.7 39.4
Approach LOS E C D D
Queue Length 50th (ft) ~127 143 42 45 ~273 356 59 282 ~168 0
Queue Length 95th (ft) #260 200 #77 93 m#235 m339 m54 m#362 #667 m1
Internal Link Dist (ft) 4419 3401 3244 2034
Turn Bay Length (ft) 200 200 150 200 200 275
Base Capacity (vph) 143 640 185 675 334 1846 668 462 2152 695
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 1.10 0.70 0.63 0.54 1.07 0.76 0.30 0.82 1.01 0.14
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 98 (89%), Referenced to phase 2:SET and 6:NWT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 41.3 Intersection LOS: D
Intersection Capacity Utilization 91.6% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 28: Miles Avenue & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 29
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 0.99 0.99 1.00 1.00
Frt 0.929 0.962 0.979 0.989
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3221 0 1752 3352 0 1752 3420 0 1752 3461 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3221 0 1752 3352 0 1752 3420 0 1752 3461 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 271 65 30 13
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 3481 2620 2613 2644
Travel Time (s) 79.1 59.5 59.4 60.1
Volume (vph) 44 383 342 55 168 58 96 573 92 49 530 41
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 47 407 364 62 189 65 104 623 100 54 582 45
Lane Group Flow (vph) 47 771 0 62 254 0 104 723 0 54 627 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 17.3 5.0 17.3 5.0 19.3 5.0 17.3
Actuated g/C Ratio 0.09 0.32 0.09 0.32 0.09 0.35 0.09 0.32
v/c Ratio 0.31 0.64 0.41 0.23 0.67 0.59 0.36 0.57
Control Delay 31.7 14.1 34.8 12.4 50.5 18.3 33.1 19.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 30
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 31.7 14.1 34.8 12.4 50.5 18.3 33.1 19.1
LOS CB CB DB CB
Approach Delay 15.1 16.8 22.3 20.2
Approach LOS B B C C
Queue Length 50th (ft) 16 81 22 27 38 117 19 101
Queue Length 95th (ft) 44 137 54 51 #107 173 49 150
Internal Link Dist (ft) 3401 2540 2533 2564
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 151 1208 151 1109 156 1227 151 1108
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.31 0.64 0.41 0.23 0.67 0.59 0.36 0.57
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 54.6
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.67
Intersection Signal Delay: 18.9 Intersection LOS: B
Intersection Capacity Utilization 61.0% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 29: Miles Avenue & Adams Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 31
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 0 125 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 1.00 1.00 1.00 1.00
Frt 0.971 0.984 0.972 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 50 21 47 29
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2620 2656 1383 2640
Travel Time (s) 59.5 60.4 31.4 60.0
Volume (vph) 58 392 96 63 193 23 73 308 72 5 228 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.72 0.72 0.72 0.88 0.88 0.88 0.87 0.87 0.87 0.94 0.94 0.94
Adj. Flow (vph) 81 544 133 72 219 26 84 354 83 5 243 38
Lane Group Flow (vph) 81 677 0 72 245 0 84 437 0 5 281 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 19.0 5.0 17.3 5.0 22.4 5.1 17.3
Actuated g/C Ratio 0.09 0.34 0.08 0.31 0.09 0.40 0.08 0.31
v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Control Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 32
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
LOS DB DB DB CB
Approach Delay 20.6 21.0 17.3 15.6
Approach LOS C C B B
Queue Length 50th (ft) 29 104 26 32 30 45 2 36
Queue Length 95th (ft) 52 115 #66 56 #79 92 10 64
Internal Link Dist (ft) 2540 2576 1303 2560
Turn Bay Length (ft) 200 200 150 125
Base Capacity (vph) 151 1177 147 1073 151 1377 140 1073
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 56.4
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 19.0 Intersection LOS: B
Intersection Capacity Utilization 48.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 30: Miles Avenue & Dune Palms Road
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 33
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 200 400 0 75 75 125 0
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.96 1.00 0.95 0.95
Frt 0.850 0.999 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3501 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.800 0.800
Satd. Flow (perm) 1752 3505 1508 1752 3501 0 1476 1845 1494 1476 1845 1494
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 57 2 91 151
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1414 4473 454 2121
Travel Time (s) 32.1 101.7 10.3 48.2
Volume (vph) 188 1939 56 69 1334 10 45 39 70 4 20 138
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.98 0.98 0.98 0.95 0.95 0.95 0.77 0.77 0.77 0.88 0.88 0.88
Adj. Flow (vph) 192 1979 57 73 1404 11 58 51 91 5 23 157
Lane Group Flow (vph) 192 1979 57 73 1415 0 58 51 91 5 23 157
Turn Type Prot Perm Prot Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2 2 2
Detector Phases 74438 222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 13.0 42.0 42.0 9.0 38.0 0.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (%) 21.7% 70.0% 70.0% 15.0% 63.3% 0.0% 15.0% 15.0% 15.0% 15.0% 15.0% 15.0%
Maximum Green (s) 8.0 37.0 37.0 4.0 33.0 4.0 4.0 4.0 4.0 4.0 4.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 9.0 44.9 44.9 5.0 36.7 5.0 5.0 5.0 5.0 5.0 5.0
Actuated g/C Ratio 0.15 0.74 0.74 0.08 0.60 0.08 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Control Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 34
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
LOS DBADB DCBCCB
Approach Delay 13.3 12.3 27.2 19.0
Approach LOS B B C B
Queue Length 50th (ft) 67 265 0 26 173 21 18 0282
Queue Length 95th (ft) #156 #425 10 #71 243 44 39 26 10 26 #58
Internal Link Dist (ft) 1334 4393 374 2041
Turn Bay Length (ft) 400 200 400 75 75 125
Base Capacity (vph) 259 2582 1126 137 2108 118 148 204 118 148 259
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 61
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 13.9 Intersection LOS: B
Intersection Capacity Utilization 77.8% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 32: SR-111 & Miles Avenue
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 35
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 150 400 0 100 0 100 0
Storage Lanes 2 1 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.978 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 4902 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 4902 0 1752 1845 1517 1752 1845 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 145 39 140 71
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1329 1333 571 343
Travel Time (s) 30.2 30.3 13.0 7.8
Volume (vph) 92 1652 229 234 1335 232 224 36 184 190 53 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.94 0.94 0.94 0.84 0.84 0.84 0.92 0.92 0.92
Adj. Flow (vph) 101 1815 252 249 1420 247 267 43 219 207 58 71
Lane Group Flow (vph) 101 1815 252 249 1667 0 267 43 219 207 58 71
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 48.0 48.0 14.0 51.0 0.0 26.0 27.0 27.0 21.0 22.0 22.0
Total Split (%) 10.0% 43.6% 43.6% 12.7% 46.4% 0.0% 23.6% 24.5% 24.5% 19.1% 20.0% 20.0%
Maximum Green (s) 6.0 43.0 43.0 9.0 46.0 21.0 22.0 22.0 16.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 44.0 44.0 10.0 47.0 20.4 23.8 23.8 16.2 19.6 19.6
Actuated g/C Ratio 0.06 0.40 0.40 0.09 0.43 0.19 0.22 0.22 0.15 0.18 0.18
v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.82 0.11 0.50 0.80 0.18 0.22
Control Delay 61.8 22.0 6.7 54.4 27.9 63.9 36.2 18.9 68.2 41.2 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 36
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 61.8 22.0 6.7 54.4 27.9 63.9 36.2 18.9 68.2 41.2 11.3
LOS ECADC EDBEDB
Approach Delay 22.1 31.4 43.0 51.5
Approach LOS CCDD
Queue Length 50th (ft) 30 384 72 73 442 179 25 47 142 36 0
Queue Length 95th (ft) m41 480 m81 #147 484 #256 52 106 #254 75 40
Internal Link Dist (ft) 1249 1253 491 263
Turn Bay Length (ft) 400 150 400 100 100
Base Capacity (vph) 216 2014 694 309 2117 350 399 438 271 329 329
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.76 0.11 0.50 0.76 0.18 0.22
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 78 (71%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 29.9 Intersection LOS: C
Intersection Capacity Utilization 67.7% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 33: SR-111 & La Quinta Drive
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 37
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 100 200 0 250 0
Storage Lanes 0 0 0 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.965 0.850 0.994
Flt Protected 0.987 0.959 0.950 0.950
Satd. Flow (prot) 0 1742 0 0 1769 1568 1752 4995 0 1752 5035 0
Flt Permitted 0.987 0.959 0.950 0.950
Satd. Flow (perm) 0 1742 0 0 1769 1517 1752 4995 0 1752 5035 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 11 87 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 300 677 2717 2658
Travel Time (s) 6.8 15.4 61.8 60.4
Volume (vph) 6 12 6 59 10 74 14 1520 65 36 2098 5
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.57 0.57 0.57 0.85 0.85 0.85 0.92 0.92 0.92 0.82 0.82 0.82
Adj. Flow (vph) 11 21 11 69 12 87 15 1652 71 44 2559 6
Lane Group Flow (vph) 0 43 0 0 81 87 15 1723 0 44 2565 0
Turn Type Split Split Perm Prot Prot
Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 7
Detector Phases 4 4 77752 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 21.0 9.0 57.0 0.0 11.0 59.0 0.0
Total Split (%) 19.1% 19.1% 0.0% 19.1% 19.1% 19.1% 8.2% 51.8% 0.0% 10.0% 53.6% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 4.0 52.0 6.0 54.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 8.6 10.9 10.9 5.1 64.6 7.0 67.6
Actuated g/C Ratio 0.08 0.11 0.11 0.05 0.66 0.07 0.69
v/c Ratio 0.28 0.41 0.36 0.17 0.53 0.37 0.74
Control Delay 37.3 44.4 12.9 50.6 12.2 52.1 14.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 38
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 37.3 44.4 12.9 50.6 12.2 52.1 14.8
LOS D D B D B D B
Approach Delay 37.3 28.1 12.6 15.5
Approach LOS D C B B
Queue Length 50th (ft) 18 46 0 9 239 26 331
Queue Length 95th (ft) 30 88 38 31 338 58 521
Internal Link Dist (ft) 220 597 2637 2578
Turn Bay Length (ft) 100 200 250
Base Capacity (vph) 280 292 323 86 3279 122 3460
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.15 0.28 0.27 0.17 0.53 0.36 0.74
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 98.4
Natural Cycle: 110
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 15.0 Intersection LOS: B
Intersection Capacity Utilization 58.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 35: Avenue 47 & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 39
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.875 0.956 0.999 0.992
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1571 0 1752 1747 0 1752 5029 0 1752 4985 0
Flt Permitted 0.740 0.685 0.950 0.950
Satd. Flow (perm) 1365 1571 0 1264 1747 0 1752 5029 0 1752 4985 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 93 8 4 22
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5249 1348 2668 1328
Travel Time (s) 119.3 30.6 60.6 30.2
Volume (vph) 64 16 80 8 15 6 93 1113 10 4 1226 73
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.86 0.86 0.86 0.79 0.79 0.79 0.86 0.86 0.86 0.80 0.80 0.80
Adj. Flow (vph) 74 19 93 10 19 8 108 1294 12 5 1532 91
Lane Group Flow (vph) 74 112 0 10 27 0 108 1306 0 5 1623 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 12.0 12.0 0.0 12.0 12.0 0.0 13.0 34.0 0.0 9.0 30.0 0.0
Total Split (%) 21.8% 21.8% 0.0% 21.8% 21.8% 0.0% 23.6% 61.8% 0.0% 16.4% 54.5% 0.0%
Maximum Green (s) 7.0 7.0 7.0 7.0 8.0 29.0 4.0 25.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 7.7 7.7 7.7 7.7 8.3 40.4 5.3 34.4
Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.15 0.73 0.10 0.63
v/c Ratio 0.39 0.37 0.06 0.11 0.41 0.35 0.03 0.52
Control Delay 21.2 8.8 21.2 17.9 23.0 3.4 27.5 2.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 40
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 21.2 8.8 21.2 17.9 23.0 3.4 27.5 2.9
LOS CA CB CA CA
Approach Delay 13.7 18.8 4.9 3.0
Approach LOS BBAA
Queue Length 50th (ft) 21 10 3 6 31 26 3 89
Queue Length 95th (ft) m51 30 12 20 m57 m165 m5 10
Internal Link Dist (ft) 5169 1268 2588 1248
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 199 308 184 261 287 3697 169 3128
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.36 0.05 0.10 0.38 0.35 0.03 0.52
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 32 (58%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 45
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 4.6 Intersection LOS: A
Intersection Capacity Utilization 51.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 38: Westward Ho Drive & Jefferson Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 41
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 100
Storage Lanes 1 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95
Ped Bike Factor 0.97 0.99
Frt 0.850 0.975
Flt Protected 0.950 0.950
Satd. Flow (prot) 1752 1568 3387 0 1752 3505
Flt Permitted 0.950 0.950
Satd. Flow (perm) 1752 1517 3387 0 1752 3505
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 89 28
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 5249 2276 2613
Travel Time (s) 119.3 51.7 59.4
Volume (vph) 104 58 774 155 104 931
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.65 0.65 0.89 0.89 0.82 0.82
Adj. Flow (vph) 160 89 870 174 127 1135
Lane Group Flow (vph) 160 89 1044 0 127 1135
Turn Type Perm Prot
Protected Phases 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 29.0 29.0 55.0 0.0 26.0 81.0
Total Split (%) 26.4% 26.4% 50.0% 0.0% 23.6% 73.6%
Maximum Green (s) 24.0 24.0 50.0 21.0 76.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 15.8 15.8 68.3 13.9 86.2
Actuated g/C Ratio 0.14 0.14 0.62 0.13 0.78
v/c Ratio 0.63 0.30 0.49 0.57 0.41
Control Delay 48.4 12.0 4.4 54.8 4.7
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 42
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 48.4 12.0 4.4 54.8 4.7
LOS D B A D A
Approach Delay 35.4 4.4 9.7
Approach LOS D A A
Queue Length 50th (ft) 92 9 45 86 106
Queue Length 95th (ft) 103 14 68 127 156
Internal Link Dist (ft) 5169 2196 2533
Turn Bay Length (ft) 150 100
Base Capacity (vph) 398 414 2112 350 2747
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.40 0.21 0.49 0.36 0.41
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 80 (73%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.63
Intersection Signal Delay: 10.1 Intersection LOS: B
Intersection Capacity Utilization 50.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 41: Westward Ho Drive & Adams Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 43
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 350 150 250 150 100 0 50 0
Storage Lanes 2 1 2 1 1 1 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.95 0.95 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.871
Flt Protected 0.950 0.950 0.950 0.965 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 1665 1691 1568 1752 1558 0
Flt Permitted 0.950 0.950 0.950 0.965 0.950
Satd. Flow (perm) 3400 5036 1538 3400 5036 1517 1665 1691 1522 1752 1558 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 250 46 196 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1760 840 1007 753
Travel Time (s) 40.0 19.1 22.9 17.1
Volume (vph) 239 1582 362 252 1364 58 263 44 180 101 20 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 260 1720 393 274 1483 63 286 48 196 110 22 136
Lane Group Flow (vph) 260 1720 393 274 1483 63 163 171 196 110 158 0
Turn Type Prot Perm Prot Perm Split Perm Split
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 4 8 2
Detector Phases 74438822211
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 18.0 51.0 51.0 18.0 51.0 51.0 23.0 23.0 23.0 18.0 18.0 0.0
Total Split (%) 16.4% 46.4% 46.4% 16.4% 46.4% 46.4% 20.9% 20.9% 20.9% 16.4% 16.4% 0.0%
Maximum Green (s) 13.0 46.0 46.0 13.0 46.0 46.0 18.0 18.0 18.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None C-Max C-Max None None None None None None None None
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 13.4 52.3 52.3 13.4 52.3 52.3 16.1 16.1 16.1 12.1 12.1
Actuated g/C Ratio 0.12 0.48 0.48 0.12 0.48 0.48 0.15 0.15 0.15 0.11 0.11
v/c Ratio 0.62 0.72 0.46 0.66 0.62 0.08 0.67 0.69 0.50 0.57 0.54
Control Delay 70.8 10.4 1.8 36.0 35.2 17.4 57.5 58.8 10.5 57.9 18.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 44
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.8 10.4 1.8 36.0 35.2 17.4 57.5 58.8 10.5 57.9 18.1
LOS EBADDBEEBEB
Approach Delay 15.6 34.7 40.6 34.4
Approach LOS B C D C
Queue Length 50th (ft) 100 86 0 95 328 12 114 121 0 74 14
Queue Length 95th (ft) m129 172 m6 m107 m342 m18 187 195 63 132 77
Internal Link Dist (ft) 1680 760 927 673
Turn Bay Length (ft) 350 150 250 150 100 50
Base Capacity (vph) 439 2394 862 441 2395 746 288 292 425 223 317
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.59 0.72 0.46 0.62 0.62 0.08 0.57 0.59 0.46 0.49 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 93 (85%), Referenced to phase 4:EBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 26.2 Intersection LOS: C
Intersection Capacity Utilization 71.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 42: SR-111 & Depot Drive
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 45
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 100 0 100 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.99 1.00 1.00
Frt 0.850 0.920 0.995 0.996
Flt Protected 0.950 0.981 0.950 0.950
Satd. Flow (prot) 1752 1533 0 0 1643 0 1752 5005 0 1752 5011 0
Flt Permitted 0.706 0.903 0.950 0.950
Satd. Flow (perm) 1302 1533 0 0 1512 0 1752 5005 0 1752 5011 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 193 46 10 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 407 583 1328 1256
Travel Time (s) 9.3 13.3 30.2 28.5
Volume (vph) 3 0 19 26 1 38 23 1156 38 50 1229 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.70 0.70 0.70 0.83 0.83 0.83 0.96 0.96 0.96 0.82 0.82 0.82
Adj. Flow (vph) 4 0 27 31 1 46 24 1204 40 61 1499 41
Lane Group Flow (vph) 4 27 0 0 78 0 24 1244 0 61 1540 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 0.0 9.0 24.0 0.0 10.0 25.0 0.0
Total Split (%) 38.2% 38.2% 0.0% 38.2% 38.2% 0.0% 16.4% 43.6% 0.0% 18.2% 45.5% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 4.0 19.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.0 8.0 8.0 7.4 36.7 8.5 42.3
Actuated g/C Ratio 0.15 0.15 0.15 0.13 0.67 0.15 0.77
v/c Ratio 0.02 0.07 0.30 0.10 0.37 0.23 0.40
Control Delay 19.0 0.4 14.2 30.0 4.3 27.7 4.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 46
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 19.0 0.4 14.2 30.0 4.3 27.7 4.3
LOS BA BCACA
Approach Delay 2.8 14.2 4.8 5.2
Approach LOS ABAA
Queue Length 50th (ft) 1 0 9 11 146 40 55
Queue Length 95th (ft) 6 0 34 m32 9 m56 148
Internal Link Dist (ft) 327 503 1248 1176
Turn Bay Length (ft) 100 100 100
Base Capacity (vph) 402 607 499 234 3345 270 3854
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.01 0.04 0.16 0.10 0.37 0.23 0.40
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 8 (15%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.40
Intersection Signal Delay: 5.3 Intersection LOS: A
Intersection Capacity Utilization 49.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 45: Pebble Beach Drive & Jefferson Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 47
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 250 550 475 0 0 0 0
Storage Lanes 1 1 1 1 0 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 0 1752 1568 0 1752 1568
Flt Permitted 0.950 0.950 0.748 0.739
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 0 1380 1517 0 1363 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 29 9 39 10
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4473 1886 727 469
Travel Time (s) 101.7 42.9 16.5 10.7
Volume (vph) 6 1970 35 38 1377 9 20 0 28 9 0 6
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.71 0.71 0.71 0.63 0.63 0.63
Adj. Flow (vph) 6 2096 37 39 1420 9 28 0 39 14 0 10
Lane Group Flow (vph) 6 2096 37 39 1420 9 0 28 39 0 14 10
Turn Type Prot Perm Prot Perm Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2 2 2
Detector Phases 744388222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 68.0 68.0 21.0 68.0 68.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 61.8% 61.8% 19.1% 61.8% 61.8% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 63.0 63.0 16.0 63.0 63.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)000000000000
Act Effct Green (s) 6.9 76.9 76.9 8.5 82.6 82.6 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.06 0.70 0.70 0.08 0.75 0.75 0.15 0.15 0.15 0.15
v/c Ratio 0.05 0.86 0.04 0.29 0.54 0.01 0.13 0.15 0.07 0.04
Control Delay 49.2 18.7 3.3 58.3 8.6 1.4 42.0 14.1 40.8 20.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 48
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 49.2 18.7 3.3 58.3 8.6 1.4 42.0 14.1 40.8 20.5
LOS DBAEAA DB DC
Approach Delay 18.5 9.9 25.8 32.3
Approach LOS B A C C
Queue Length 50th (ft) 4 597 2 22 107 0 17 0 9 0
Queue Length 95th (ft) 18 #845 14 m39 532 m2 35 19 19 9
Internal Link Dist (ft) 4393 1806 647 389
Turn Bay Length (ft) 575 250 550 475
Base Capacity (vph) 271 2450 1046 271 2632 1117 213 267 211 243
Starvation Cap Reductn 000000 00 00
Spillback Cap Reductn 000000 00 00
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.02 0.86 0.04 0.14 0.54 0.01 0.13 0.15 0.07 0.04
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:NBSB and 6:, Start of Green, Master Intersection
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 15.3 Intersection LOS: B
Intersection Capacity Utilization 91.1% ICU Level of Service F
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 48: SR-111 & Mountain Cove Drive
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 49
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 150 0 0 0 0 0
Storage Lanes 1 1 1 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.866 0.875
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 1752 1551 0 1752 1571 0
Flt Permitted 0.950 0.950 0.616 0.627
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 1136 1551 0 1157 1571 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 104 37 70 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1886 930 408 309
Travel Time (s) 42.9 21.1 9.3 7.0
Volume (vph) 80 1900 92 53 1241 34 89 8 65 70 16 80
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.93 0.93 0.93 0.70 0.70 0.70 0.89 0.89 0.89
Adj. Flow (vph) 95 2262 110 57 1334 37 127 11 93 79 18 90
Lane Group Flow (vph) 95 2262 110 57 1334 37 127 104 0 79 108 0
Turn Type Prot Perm Prot Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2
Detector Phases 74438822 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 16.0 79.0 79.0 9.0 72.0 72.0 22.0 22.0 0.0 22.0 22.0 0.0
Total Split (%) 14.5% 71.8% 71.8% 8.2% 65.5% 65.5% 20.0% 20.0% 0.0% 20.0% 20.0% 0.0%
Maximum Green (s) 11.0 74.0 74.0 4.0 67.0 67.0 17.0 17.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0000 00
Act Effct Green (s) 10.8 76.8 76.8 5.0 71.5 71.5 18.0 18.0 18.0 18.0
Actuated g/C Ratio 0.10 0.70 0.70 0.05 0.65 0.65 0.16 0.16 0.16 0.16
v/c Ratio 0.55 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Control Delay 70.3 10.5 0.2 68.5 10.8 2.4 63.1 19.4 41.1 10.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 50
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.3 10.5 0.2 68.5 10.8 2.4 63.1 19.4 41.1 10.0
LOS EBAEBAEB DB
Approach Delay 12.4 12.8 43.4 23.2
Approach LOS B B D C
Queue Length 50th (ft) 70 44 0 38 457 3 85 21 34 8
Queue Length 95th (ft) m88 50 m0 m36 m347 m3 114 44 m50 m21
Internal Link Dist (ft) 1806 850 328 229
Turn Bay Length (ft) 100 150
Base Capacity (vph) 191 2447 1068 80 2280 978 186 312 189 332
Starvation Cap Reductn 00000000 00
Spillback Cap Reductn 00000000 00
Storage Cap Reductn 00000000 00
Reduced v/c Ratio 0.50 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 44 (40%), Referenced to phase 2:NBSB and 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 14.7 Intersection LOS: B
Intersection Capacity Utilization 79.2% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 51: SR-111 & Channel Drive
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 51
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 225 125 200 0 100 50
Storage Lanes 1 0 1 1 1 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 1.00 0.95 0.99 0.97
Frt 0.995 0.850 0.929 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 5003 0 1752 5036 1568 1752 1690 0 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 5003 0 1752 5036 1493 1752 1690 0 1752 1845 1523
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 88 45 36
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2966 2635 2373 721
Travel Time (s) 67.4 59.9 53.9 16.4
Volume (vph) 93 1988 67 55 1253 98 63 68 62 98 109 28
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.87 0.87 0.87 0.88 0.88 0.88 0.78 0.78 0.78 0.78 0.78 0.78
Adj. Flow (vph) 107 2285 77 62 1424 111 81 87 79 126 140 36
Lane Group Flow (vph) 107 2362 0 62 1424 111 81 166 0 126 140 36
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 16.0 48.0 0.0 10.0 42.0 42.0 10.0 21.0 0.0 11.0 22.0 22.0
Total Split (%) 17.8% 53.3% 0.0% 11.1% 46.7% 46.7% 11.1% 23.3% 0.0% 12.2% 24.4% 24.4%
Maximum Green (s) 11.0 43.0 5.0 37.0 37.0 5.0 16.0 6.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 12.0 44.0 6.0 38.0 38.0 6.0 17.0 7.0 18.0 18.0
Actuated g/C Ratio 0.13 0.49 0.07 0.42 0.42 0.07 0.19 0.08 0.20 0.20
v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Control Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
LOS D C E C A E C F C B
Approach Delay 34.9 23.1 42.6 60.8
Approach LOS C C D E
Queue Length 50th (ft) 57 454 35 232 8 46 61 73 69 0
Queue Length 95th (ft) 105 #525 #82 274 36 #94 100 #146 106 19
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 52
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 2886 2555 2293 641
Turn Bay Length (ft) 150 225 125 200 100 50
Base Capacity (vph) 234 2450 117 2126 681 117 356 136 369 333
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 3:WBL and 8:WBT, Start of Green
Natural Cycle: 90
Control Type: Pretimed
Maximum v/c Ratio: 0.96
Intersection Signal Delay: 32.9 Intersection LOS: C
Intersection Capacity Utilization 75.4% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 53: Fred Waring Drive & Warner Trail
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 53
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 0
Storage Lanes 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50
Trailing Detector (ft) 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00
Ped Bike Factor 0.98 0.99
Frt 0.916 0.949
Flt Protected 0.950 0.970
Satd. Flow (prot) 1752 3505 3144 0 1684 0
Flt Permitted 0.950 0.970
Satd. Flow (perm) 1752 3505 3144 0 1684 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 130 60
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2121 4499 2373
Travel Time (s) 48.2 102.3 53.9
Volume (vph) 33 204 93 118 120 74
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.91 0.91 0.84 0.84
Adj. Flow (vph) 39 243 102 130 143 88
Lane Group Flow (vph) 39 243 232 0 231 0
Turn Type Prot
Protected Phases 7 4 8 6
Permitted Phases
Detector Phases 7 4 8 6
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0
Total Split (s) 10.0 33.0 23.0 0.0 22.0 0.0
Total Split (%) 18.2% 60.0% 41.8% 0.0% 40.0% 0.0%
Maximum Green (s) 5.0 28.0 18.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None Max None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 6.1 28.0 24.4 11.2
Actuated g/C Ratio 0.11 0.59 0.51 0.24
v/c Ratio 0.20 0.12 0.14 0.52
Control Delay 23.0 5.1 5.0 14.9
Queue Delay 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 54
Lane Group EBL EBT WBT WBR SBL SBR
Total Delay 23.0 5.1 5.0 14.9
LOS C A A B
Approach Delay 7.6 5.0 14.9
Approach LOS A A B
Queue Length 50th (ft) 7 11 4 28
Queue Length 95th (ft) 32 29 30 81
Internal Link Dist (ft) 2041 4419 2293
Turn Bay Length (ft) 150
Base Capacity (vph) 199 2179 1678 607
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.20 0.11 0.14 0.38
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 47.5
Natural Cycle: 55
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 9.0 Intersection LOS: A
Intersection Capacity Utilization 38.7% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 54: Miles Avenue & Warner Trail
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 55
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 150 150 0 150 0
Storage Lanes 1 0 1 1 1 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 0.91
Ped Bike Factor 0.97 0.97 1.00 1.00
Frt 0.850 0.850 0.997 0.999
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1517 0 1752 1845 1568 1752 5017 0 3400 5028 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 1517 0 1752 1845 1517 1752 5017 0 3400 5028 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 90 88 4 2
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 724 745 2303 1902
Travel Time (s) 16.5 16.9 52.3 43.2
Volume (vph) 20 0 15 30 1 325 9 2001 43 183 2263 21
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.64 0.64 0.64 0.84 0.84 0.84 0.97 0.97 0.97 0.93 0.93 0.93
Adj. Flow (vph) 31 0 23 36 1 387 9 2063 44 197 2433 23
Lane Group Flow (vph) 31 23 0 36 1 387 9 2107 0 197 2456 0
Turn Type Prot Prot Perm Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8
Detector Phases 7 4 38852 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 30.0 0.0 10.0 31.0 31.0 9.0 58.0 0.0 12.0 61.0 0.0
Total Split (%) 8.2% 27.3% 0.0% 9.1% 28.2% 28.2% 8.2% 52.7% 0.0% 10.9% 55.5% 0.0%
Maximum Green (s) 4.0 25.0 5.0 26.0 26.0 4.0 53.0 7.0 56.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 5.0 21.2 12.0 25.7 25.7 5.6 57.8 9.2 69.1
Actuated g/C Ratio 0.05 0.19 0.11 0.23 0.23 0.05 0.53 0.08 0.63
v/c Ratio 0.39 0.06 0.19 0.00 0.92 0.10 0.80 0.69 0.78
Control Delay 65.2 0.3 48.3 31.0 59.6 70.9 8.0 59.9 12.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 56
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 65.2 0.3 48.3 31.0 59.6 70.9 8.0 59.9 12.7
LOS EA DCEEA EB
Approach Delay 37.6 58.6 8.3 16.2
Approach LOS D E A B
Queue Length 50th (ft) 22 0 17 1 210 7 64 67 624
Queue Length 95th (ft) 38 0 55 4 #334 m8 m76 m74 m697
Internal Link Dist (ft) 644 665 2223 1822
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 80 430 191 453 439 90 2636 284 3161
Starvation Cap Reductn 0 0 00000 00
Spillback Cap Reductn 0 0 00000 00
Storage Cap Reductn 0 0 00000 00
Reduced v/c Ratio 0.39 0.05 0.19 0.00 0.88 0.10 0.80 0.69 0.78
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 33 (30%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 16.6 Intersection LOS: B
Intersection Capacity Utilization 74.1% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 55: Mountain View & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 57
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 300 0 275 0
Storage Lanes 1 1 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.850 0.938 0.991 0.996
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1845 1568 1752 1707 0 1752 4975 0 1752 5008 0
Flt Permitted 0.565 0.732 0.950 0.950
Satd. Flow (perm) 1042 1845 1517 1350 1707 0 1752 4975 0 1752 5008 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 231 28 14 6
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1273 347 1902 1097
Travel Time (s) 28.9 7.9 43.2 24.9
Volume (vph) 104 29 173 166 58 41 252 2033 128 74 2150 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.75 0.75 0.75 0.74 0.74 0.74 0.96 0.96 0.96 0.85 0.85 0.85
Adj. Flow (vph) 139 39 231 224 78 55 262 2118 133 87 2529 76
Lane Group Flow (vph) 139 39 231 224 133 0 262 2251 0 87 2605 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 1 6 5 2
Permitted Phases 4 4 4
Detector Phases 44444 16 52
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 24.0 24.0 24.0 24.0 24.0 0.0 22.0 65.0 0.0 21.0 64.0 0.0
Total Split (%) 21.8% 21.8% 21.8% 21.8% 21.8% 0.0% 20.0% 59.1% 0.0% 19.1% 58.2% 0.0%
Maximum Green (s) 19.0 19.0 19.0 19.0 19.0 17.0 60.0 16.0 59.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 00 00
Act Effct Green (s) 19.8 19.8 19.8 19.8 19.8 18.1 61.0 17.2 60.1
Actuated g/C Ratio 0.18 0.18 0.18 0.18 0.18 0.16 0.55 0.16 0.55
v/c Ratio 0.74 0.12 0.50 0.92 0.40 0.91 0.81 0.32 0.95
Control Delay 66.9 38.8 9.2 85.9 35.3 80.9 6.8 51.4 22.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 58
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 66.9 38.8 9.2 85.9 35.3 80.9 6.8 51.4 22.3
LOS E D A F D F A D C
Approach Delay 31.6 67.0 14.6 23.3
Approach LOS C E B C
Queue Length 50th (ft) 94 23 0 157 65 198 95 49 675
Queue Length 95th (ft) 134 45 30 #217 97 m#273 106 m49 m608
Internal Link Dist (ft) 1193 267 1822 1017
Turn Bay Length (ft) 175 175 300 275
Base Capacity (vph) 189 335 465 245 333 288 2765 274 2739
Starvation Cap Reductn 00000 00 00
Spillback Cap Reductn 00000 00 00
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.74 0.12 0.50 0.91 0.40 0.91 0.81 0.32 0.95
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 69 (63%), Referenced to phase 6:NBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.95
Intersection Signal Delay: 22.8 Intersection LOS: C
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 57: Ave of the States & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 59
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 175 0 300 125 300 100
Storage Lanes 2 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.99 0.97 0.97
Frt 0.935 0.957 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3231 0 3400 3323 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3231 0 3400 3323 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 163 50 143 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1523 1701 1097 2644
Travel Time (s) 34.6 38.7 24.9 60.1
Volume (vph) 357 457 348 438 280 114 285 1686 290 181 1596 225
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.83 0.83 0.83 0.94 0.94 0.94 0.92 0.92 0.92 0.96 0.96 0.96
Adj. Flow (vph) 430 551 419 466 298 121 310 1833 315 189 1662 234
Lane Group Flow (vph) 430 970 0 466 419 0 310 1833 315 189 1662 234
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 25.0 30.0 0.0 21.0 26.0 0.0 22.0 43.0 43.0 16.0 37.0 37.0
Total Split (%) 22.7% 27.3% 0.0% 19.1% 23.6% 0.0% 20.0% 39.1% 39.1% 14.5% 33.6% 33.6%
Maximum Green (s) 20.0 25.0 16.0 21.0 17.0 38.0 38.0 11.0 32.0 32.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 26.0 17.0 24.1 18.0 39.0 39.0 12.0 33.0 33.0
Actuated g/C Ratio 0.17 0.24 0.15 0.22 0.16 0.35 0.35 0.11 0.30 0.30
v/c Ratio 0.74 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Control Delay 51.1 92.2 65.7 37.0 101.7 53.5 15.0 109.6 71.9 5.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 60
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 51.1 92.2 65.7 37.0 101.7 53.5 15.0 109.6 71.9 5.7
LOS D F E D F D B F E A
Approach Delay 79.6 52.1 54.6 67.9
Approach LOS E D D E
Queue Length 50th (ft) 148 ~358 168 123 ~238 ~516 142 126 ~472 11
Queue Length 95th (ft) 181 #420 #257 178 m#356 #616 m178 m#192 #572 m35
Internal Link Dist (ft) 1443 1621 1017 2564
Turn Bay Length (ft) 250 175 300 125 300 100
Base Capacity (vph) 649 888 525 767 287 1785 630 191 1511 518
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.66 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 27 (25%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 63.5 Intersection LOS: E
Intersection Capacity Utilization 96.7% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 59: 42nd Avenue & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
62: 41st Avenue & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 61
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 75
Storage Lanes 1 0 0 1
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor
Frt 0.888 0.995
Flt Protected 0.991 0.950
Satd. Flow (prot) 1623 0 5011 0 1752 5036
Flt Permitted 0.991 0.950
Satd. Flow (perm) 1623 0 5011 0 1752 5036
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 1565 2644 1877
Travel Time (s) 35.6 60.1 42.7
Volume (vph) 16 78 1893 63 49 2067
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.74 0.74 0.90 0.90 0.89 0.89
Adj. Flow (vph) 22 105 2103 70 55 2322
Lane Group Flow (vph) 127 0 2173 0 55 2322
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 55.9% ICU Level of Service B
Analysis Period (min) 15
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 62
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 150 0 150 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.854 0.962 0.998 0.997
Flt Protected 0.950 0.970 0.950 0.950
Satd. Flow (prot) 1752 1526 0 0 1706 0 1752 5022 0 1752 5016 0
Flt Permitted 0.756 0.499 0.950 0.950
Satd. Flow (perm) 1395 1526 0 0 878 0 1752 5022 0 1752 5016 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 271 14 2 3
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 671 359 1877 715
Travel Time (s) 15.3 8.2 42.7 16.3
Volume (vph) 43 9 362 26 4 12 126 1756 26 34 1727 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.88 0.88 0.88 0.84 0.84 0.84 0.95 0.95 0.95 0.93 0.93 0.93
Adj. Flow (vph) 49 10 411 31 5 14 133 1848 27 37 1857 35
Lane Group Flow (vph) 49 421 0 0 50 0 133 1875 0 37 1892 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 2 6
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 35.0 35.0 0.0 35.0 35.0 0.0 21.0 54.0 0.0 21.0 54.0 0.0
Total Split (%) 31.8% 31.8% 0.0% 31.8% 31.8% 0.0% 19.1% 49.1% 0.0% 19.1% 49.1% 0.0%
Maximum Green (s) 30.0 30.0 30.0 30.0 16.0 49.0 16.0 49.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 18.9 18.9 29.1 50.0 29.1 50.0
Actuated g/C Ratio 0.17 0.17 0.17 0.26 0.45 0.26 0.45
v/c Ratio 0.21 0.87 0.31 0.29 0.82 0.08 0.83
Control Delay 36.8 32.6 32.1 61.2 10.5 44.2 11.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 63
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 36.8 32.6 32.1 61.2 10.5 44.2 11.9
LOS D C C E B D B
Approach Delay 33.0 32.1 13.9 12.6
Approach LOS C C B B
Queue Length 50th (ft) 30 107 22 99 173 25 108
Queue Length 95th (ft) 55 194 47 m111 m273 m29 m138
Internal Link Dist (ft) 591 279 1797 635
Turn Bay Length (ft) 100 150 150
Base Capacity (vph) 393 625 257 464 2284 464 2282
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.67 0.19 0.29 0.82 0.08 0.83
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 18 (16%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.87
Intersection Signal Delay: 15.5 Intersection LOS: B
Intersection Capacity Utilization 76.4% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 64: Harris Lane & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 64
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 0 125 225 150 0 200 200
Storage Lanes 2 0 1 1 2 0 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 0.97 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.99 0.97 1.00 0.97
Frt 0.959 0.850 0.996 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3332 0 1752 3505 1568 3400 5012 0 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3332 0 1752 3505 1517 3400 5012 0 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 46 163 4 507
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 328 351 715 811
Travel Time (s) 7.5 8.0 16.3 18.4
Volume (vph) 741 529 196 89 290 260 305 1387 34 255 1558 765
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.88 0.88 0.88 0.94 0.94 0.94 0.92 0.92 0.92
Adj. Flow (vph) 814 581 215 101 330 295 324 1476 36 277 1693 832
Lane Group Flow (vph) 814 796 0 101 330 295 324 1512 0 277 1693 832
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Detector Phases 7 4 38852 166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 31.0 31.0 0.0 21.0 21.0 21.0 15.0 43.0 0.0 15.0 43.0 43.0
Total Split (%) 28.2% 28.2% 0.0% 19.1% 19.1% 19.1% 13.6% 39.1% 0.0% 13.6% 39.1% 39.1%
Maximum Green (s) 26.0 26.0 16.0 16.0 16.0 10.0 38.0 10.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 27.0 30.3 12.5 15.8 15.8 12.1 39.8 11.5 39.2 39.2
Actuated g/C Ratio 0.25 0.28 0.11 0.14 0.14 0.11 0.36 0.10 0.36 0.36
v/c Ratio 0.97 0.84 0.51 0.66 0.83 0.87 0.83 0.78 0.94 0.96
Control Delay 67.4 44.8 54.1 51.0 39.9 73.6 34.7 67.1 40.8 31.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 65
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 67.4 44.8 54.1 51.0 39.9 73.6 34.7 67.1 40.8 31.3
LOS ED DDDEC EDC
Approach Delay 56.2 46.9 41.6 40.6
Approach LOS E D D D
Queue Length 50th (ft) 294 260 68 115 91 127 205 103 374 97
Queue Length 95th (ft) #422 #398 115 160 #214 m#177 264 m#143 m#434 m#495
Internal Link Dist (ft) 248 271 635 731
Turn Bay Length (ft) 175 125 225 150 200 200
Base Capacity (vph) 835 951 271 542 372 373 1815 354 1792 866
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.97 0.84 0.37 0.61 0.79 0.87 0.83 0.78 0.94 0.96
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 17 (15%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.97
Intersection Signal Delay: 45.1 Intersection LOS: D
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 66: Country Club Drive & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 66
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 0 0 150 0
Storage Lanes 1 2 0 0 0 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.95 0.95 0.88 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99
Frt 0.850 0.967
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 1665 1665 2760 00004835 0 3400 5036 0
Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 1665 1665 2698 00004835 0 3400 5036 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 71 88
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 503 681 811 556
Travel Time (s) 11.4 15.5 18.4 12.6
Volume (vph) 421 0 749 00001709 485 405 1438 0
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 453 0 805 00001762 500 440 1563 0
Lane Group Flow (vph) 227 226 805 00002262 0 440 1563 0
Turn Type Split Perm Prot
Protected Phases 4 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 35.0 35.0 35.0 0.0 0.0 0.0 0.0 56.0 0.0 19.0 75.0 0.0
Total Split (%) 31.8% 31.8% 31.8% 0.0% 0.0% 0.0% 0.0% 50.9% 0.0% 17.3% 68.2% 0.0%
Maximum Green (s) 30.0 30.0 30.0 51.0 14.0 70.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 31.0 31.0 31.0 52.0 15.0 71.0
Actuated g/C Ratio 0.28 0.28 0.28 0.47 0.14 0.65
v/c Ratio 0.48 0.48 0.99 0.97 0.95 0.48
Control Delay 37.0 37.0 66.4 23.9 56.7 3.6
Queue Delay 1.0 1.0 0.0 0.4 0.0 0.4
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 67
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 38.0 38.0 66.4 24.2 56.7 4.0
LOS D D E C E A
Approach Delay 56.2 24.2 15.6
Approach LOS E C B
Queue Length 50th (ft) 140 140 299 479 151 48
Queue Length 95th (ft) 221 220 #448 m#645 m124 m35
Internal Link Dist (ft) 423 601 731 476
Turn Bay Length (ft) 175 175 150
Base Capacity (vph) 469 469 811 2332 464 3251
Starvation Cap Reductn 0 0 0 0 0 1033
Spillback Cap Reductn 87 87 0 8 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.59 0.59 0.99 0.97 0.95 0.70
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 25 (23%), Referenced to phase 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.99
Intersection Signal Delay: 28.4 Intersection LOS: C
Intersection Capacity Utilization 84.0% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 69: I-10 EB Off-Ramp & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 68
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 275 275 200 0 125 0
Storage Lanes 1 0 2 1 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 1.00 0.97 0.97 0.99
Frt 0.882 0.985 0.850 0.850 0.972
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3013 0 3400 3296 1427 3400 5036 1568 3400 4866 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3013 0 3400 3296 1381 3400 5036 1517 3400 4866 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 12 193 487 41
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 441 793 556 2019
Travel Time (s) 10.0 18.0 12.6 45.9
Volume (vph) 42 188 684 735 356 237 851 884 906 215 727 165
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.67 0.67 0.67 0.86 0.86 0.86 0.97 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 63 281 1021 855 414 276 877 911 934 234 790 179
Lane Group Flow (vph) 63 1302 0 855 459 231 877 911 934 234 969 0
Turn Type Prot Prot Perm Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2
Detector Phases 7 4 38852216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 13.0 34.0 0.0 25.0 46.0 46.0 26.0 41.0 41.0 10.0 25.0 0.0
Total Split (%) 11.8% 30.9% 0.0% 22.7% 41.8% 41.8% 23.6% 37.3% 37.3% 9.1% 22.7% 0.0%
Maximum Green (s) 8.0 29.0 20.0 41.0 41.0 21.0 36.0 36.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.5 30.0 21.0 44.6 44.6 22.0 37.0 37.0 6.0 21.0
Actuated g/C Ratio 0.08 0.27 0.19 0.41 0.41 0.20 0.34 0.34 0.05 0.19
v/c Ratio 0.47 1.54dr 1.32 0.34 0.34 1.29 0.54 1.12 1.26 1.01
Control Delay 60.0 132.4 184.3 26.0 8.0 169.8 26.2 88.7 197.6 73.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 27.5 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 69
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 60.0 132.4 184.3 26.0 8.0 169.8 26.2 116.2 197.6 73.7
LOS EF FCAFCFFE
Approach Delay 129.1 110.9 103.4 97.8
Approach LOS FFFF
Queue Length 50th (ft) 43 ~496 ~403 133 20 ~410 200 ~534 ~107 ~246
Queue Length 95th (ft) 64 #336 m#480 m151 m43 m#472 m221 m#651 #187 #345
Internal Link Dist (ft) 361 713 476 1939
Turn Bay Length (ft) 200 275 275 200 125
Base Capacity (vph) 143 1072 649 1345 675 680 1694 833 185 962
Starvation Cap Reductn 0 0 000004500
Spillback Cap Reductn 0 0 00000000
Storage Cap Reductn 0 0 00000000
Reduced v/c Ratio 0.44 1.21 1.32 0.34 0.34 1.29 0.54 1.19 1.26 1.01
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 9 (8%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.32
Intersection Signal Delay: 109.2 Intersection LOS: F
Intersection Capacity Utilization 104.6% ICU Level of Service G
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 72: Varner Road & Washington Street
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 70
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 200 0 150 0 0
Storage Lanes 1 2 2100
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 00000
Turning Speed (mph) 9 9 15 15 9 15 9
Lane Util. Factor 0.91 1.00 1.00 0.97 0.95 0.97 1.00 1.00 1.00
Ped Bike Factor 0.97 0.97
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 5036 0 1568 3400 3505 3400 1568 0 0
Flt Permitted 0.950 0.950
Satd. Flow (perm) 5036 0 1517 3400 3505 3400 1517 0 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 379 93
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 793 871 1130 947
Travel Time (s) 18.0 19.8 25.7 21.5
Volume (vph) 959 0 368 94 827 1504 129 0 0
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.97 0.97 0.97 0.91 0.91 0.86 0.86 0.92 0.92
Adj. Flow (vph) 989 0 379 103 909 1749 150 0 0
Lane Group Flow (vph) 989 0 379 103 909 1749 150 0 0
Turn Type Perm Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 4 2
Detector Phases 4 43822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 9.0 21.0 21.0 21.0
Total Split (s) 31.0 0.0 31.0 10.0 41.0 69.0 69.0 0.0 0.0
Total Split (%) 28.2% 0.0% 28.2% 9.1% 37.3% 62.7% 62.7% 0.0% 0.0%
Maximum Green (s) 26.0 26.0 5.0 36.0 64.0 64.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode C-Max C-Max None C-Max None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 28.8 28.8 6.8 39.5 62.5 62.5
Actuated g/C Ratio 0.26 0.26 0.06 0.36 0.57 0.57
v/c Ratio 0.75 0.56 0.49 0.72 0.91 0.17
Control Delay 28.1 3.6 58.8 35.2 28.9 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 71
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Total Delay 28.1 3.6 58.8 35.2 28.9 4.6
LOS C A E D C A
Approach Delay 21.3 37.6 26.9
Approach LOS C D C
Queue Length 50th (ft) 230 24 37 300 503 16
Queue Length 95th (ft) m189 m14 66 379 561 40
Internal Link Dist (ft) 713 791 1050 867
Turn Bay Length (ft) 200 150
Base Capacity (vph) 1317 676 209 1259 2009 934
Starvation Cap Reductn 0 00000
Spillback Cap Reductn 0 00000
Storage Cap Reductn 0 00000
Reduced v/c Ratio 0.75 0.56 0.49 0.72 0.87 0.16
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 21 (19%), Referenced to phase 4:EBT and 8:WBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 27.7 Intersection LOS: C
Intersection Capacity Utilization 74.8% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 75: Varner Road & I-10 WB Off-Ramp
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 72
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 125 0 0 0 50 50
Storage Lanes 1 1 1 0 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 0.95 1.00 0.97
Frt 0.850 0.992 0.850
Flt Protected 0.950 0.950 0.955 0.950 0.950
Satd. Flow (prot) 1752 5036 1568 1752 4981 0 0 1762 1845 1665 1665 1568
Flt Permitted 0.950 0.950 0.955 0.950 0.950
Satd. Flow (perm) 1752 5036 1484 1752 4981 0 0 1762 1845 1665 1665 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 20 10 40
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1603 1835 347 441
Travel Time (s) 36.4 41.7 7.9 10.0
Volume (vph) 31 1474 35 6 1183 67 20 1 0 216 0 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.79 0.79 0.79 0.99 0.99 0.99 0.58 0.58 0.58 0.77 0.77 0.77
Adj. Flow (vph) 39 1866 44 6 1195 68 34 2 0 281 0 47
Lane Group Flow (vph) 39 1866 44 6 1263 0 0 36 0 141 140 47
Turn Type Prot Perm Prot Split Perm Split Perm
Protected Phases 7 4 3 8 5 5 2 2
Permitted Phases 4 5 2
Detector Phases 74438 555222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 11.0 55.0 55.0 10.0 54.0 0.0 22.0 22.0 22.0 23.0 23.0 23.0
Total Split (%) 10.0% 50.0% 50.0% 9.1% 49.1% 0.0% 20.0% 20.0% 20.0% 20.9% 20.9% 20.9%
Maximum Green (s) 6.0 50.0 50.0 5.0 49.0 17.0 17.0 17.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None Max Max Max Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 000000
Act Effct Green (s) 6.9 57.3 57.3 6.0 52.7 18.0 20.7 20.7 20.7
Actuated g/C Ratio 0.06 0.52 0.52 0.05 0.48 0.16 0.19 0.19 0.19
v/c Ratio 0.35 0.71 0.06 0.06 0.53 0.12 0.45 0.45 0.15
Control Delay 70.4 6.1 0.8 50.8 21.2 40.7 45.8 45.7 16.0
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 73
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.4 6.1 0.8 50.8 21.2 40.7 45.8 45.7 16.0
LOS E A A D C D D D B
Approach Delay 7.3 21.3 40.7 41.5
Approach LOS A C D D
Queue Length 50th (ft) 25 21 0 4 232 22 94 94 4
Queue Length 95th (ft) m26 m343 m3 18 275 33 136 135 28
Internal Link Dist (ft) 1523 1755 267 361
Turn Bay Length (ft) 100 100 125 50 50
Base Capacity (vph) 111 2625 783 96 2398 288 313 313 317
Starvation Cap Reductn 00000 0 000
Spillback Cap Reductn 00000 0 000
Storage Cap Reductn 00000 0 000
Reduced v/c Ratio 0.35 0.71 0.06 0.06 0.53 0.13 0.45 0.45 0.15
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 27 (25%), Referenced to phase 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 15.7 Intersection LOS: B
Intersection Capacity Utilization 65.1% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 80: Fred Waring Drive & Palm Royale Drive
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 74
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 325 200 500 0 0 0 0 0
Storage Lanes 1 1 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 0.97 1.00 0.98 0.99
Frt 0.850 0.990 0.924 0.937
Flt Protected 0.950 0.950 0.981 0.982
Satd. Flow (prot) 1752 5036 1568 1752 4975 0 0 3125 0 0 3181 0
Flt Permitted 0.950 0.950 0.762 0.697
Satd. Flow (perm) 1752 5036 1517 1752 4975 0 0 2427 0 0 2258 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 82 16 149 72
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1018 1285 1032 476
Travel Time (s) 23.1 29.2 23.5 10.8
Volume (vph) 67 1608 85 152 1379 97 99 29 133 55 34 64
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.98 0.98 0.98 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 73 1748 92 155 1407 99 111 33 149 62 38 72
Lane Group Flow (vph) 73 1748 92 155 1506 0 0 293 0 0 172 0
Turn Type Prot Perm Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2
Detector Phases 74438 22 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 20.0 57.0 57.0 28.0 65.0 0.0 25.0 25.0 0.0 25.0 25.0 0.0
Total Split (%) 18.2% 51.8% 51.8% 25.5% 59.1% 0.0% 22.7% 22.7% 0.0% 22.7% 22.7% 0.0%
Maximum Green (s) 15.0 52.0 52.0 23.0 60.0 20.0 20.0 20.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 10.5 60.8 60.8 16.2 68.7 21.0 21.0
Actuated g/C Ratio 0.10 0.55 0.55 0.15 0.62 0.19 0.19
v/c Ratio 0.44 0.63 0.11 0.60 0.48 0.50 0.35
Control Delay 61.8 14.9 2.4 53.4 9.6 22.4 24.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 75
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 61.8 14.9 2.4 53.4 9.6 22.4 24.4
LOS E B A D A C C
Approach Delay 16.1 13.7 22.4 24.4
Approach LOS B B C C
Queue Length 50th (ft) 50 345 10 72 334 46 31
Queue Length 95th (ft) m69 339 m17 m96 374 88 63
Internal Link Dist (ft) 938 1205 952 396
Turn Bay Length (ft) 325 200 500
Base Capacity (vph) 255 2786 876 382 3115 584 489
Starvation Cap Reductn 00000 0 0
Spillback Cap Reductn 00000 0 0
Storage Cap Reductn 00000 0 0
Reduced v/c Ratio 0.29 0.63 0.11 0.41 0.48 0.50 0.35
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 69 (63%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.63
Intersection Signal Delay: 15.9 Intersection LOS: B
Intersection Capacity Utilization 79.5% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 83: SR-111 & La Quinta Center
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 76
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 425 0 475 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 1.00 1.00 0.99 1.00
Frt 0.992 0.991 0.938 0.983
Flt Protected 0.950 0.950 0.978 0.962
Satd. Flow (prot) 1752 4991 0 1752 4984 0 0 3184 0 0 3306 0
Flt Permitted 0.950 0.950 0.685 0.650
Satd. Flow (perm) 1752 4991 0 1752 4984 0 0 2230 0 0 2234 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 18 20 129 23
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1266 1018 562 414
Travel Time (s) 28.8 23.1 12.8 9.4
Volume (vph) 103 1433 78 89 1348 82 111 34 103 235 33 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.80 0.80 0.80 0.85 0.85 0.85
Adj. Flow (vph) 110 1524 83 92 1390 85 139 42 129 276 39 39
Lane Group Flow (vph) 110 1607 0 92 1475 0 0 310 0 0 354 0
Turn Type Prot Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 2 2
Detector Phases 7 4 3 8 2 2 2 2
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 9.0 9.0 9.0
Total Split (s) 12.0 27.0 0.0 10.0 25.0 0.0 18.0 18.0 0.0 18.0 18.0 0.0
Total Split (%) 21.8% 49.1% 0.0% 18.2% 45.5% 0.0% 32.7% 32.7% 0.0% 32.7% 32.7% 0.0%
Maximum Green (s) 7.0 22.0 5.0 20.0 13.0 13.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None C-Max C-Max C-Max C-Max
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 7.7 23.5 6.0 21.9 15.5 15.5
Actuated g/C Ratio 0.14 0.43 0.11 0.40 0.28 0.28
v/c Ratio 0.45 0.75 0.48 0.74 0.43 0.90dl
Control Delay 32.8 12.8 42.6 13.3 12.1 20.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 77
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 32.8 12.8 42.6 13.3 12.1 20.3
LOS CB DB B C
Approach Delay 14.1 15.0 12.1 20.3
Approach LOS B B B C
Queue Length 50th (ft) 69 149 61 115 25 50
Queue Length 95th (ft) m81 m180 108 209 45 80
Internal Link Dist (ft) 1186 938 482 334
Turn Bay Length (ft) 425 475
Base Capacity (vph) 255 2143 191 1996 721 646
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.43 0.75 0.48 0.74 0.43 0.55
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 49 (89%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.75
Intersection Signal Delay: 14.9 Intersection LOS: B
Intersection Capacity Utilization 74.4% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Splits and Phases: 85: SR-111 & Simon Drive
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 78
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.97 1.00 1.00
Frt 0.920 0.850 0.999 0.990
Flt Protected 0.985 0.964 0.950 0.950
Satd. Flow (prot) 0 1640 0 0 1778 1568 1752 5029 0 1752 4975 0
Flt Permitted 0.802 0.482 0.950 0.950
Satd. Flow (perm) 0 1335 0 0 889 1517 1752 5029 0 1752 4975 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 69 288 1 14
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 699 313 671 2114
Travel Time (s) 15.9 7.1 15.3 48.0
Volume (vph) 105 39 210 105 34 325 94 1648 14 243 1665 114
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 42 228 114 37 353 102 1791 15 264 1810 124
Lane Group Flow (vph) 0 384 0 0 151 353 102 1806 0 264 1934 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 4
Detector Phases 4 4 44452 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 38.0 38.0 0.0 38.0 38.0 38.0 13.0 47.0 0.0 25.0 59.0 0.0
Total Split (%) 34.5% 34.5% 0.0% 34.5% 34.5% 34.5% 11.8% 42.7% 0.0% 22.7% 53.6% 0.0%
Maximum Green (s) 33.0 33.0 33.0 33.0 33.0 8.0 42.0 20.0 54.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 30.7 30.7 30.7 9.4 47.5 19.8 57.9
Actuated g/C Ratio 0.28 0.28 0.28 0.09 0.43 0.18 0.53
v/c Ratio 0.91 0.61 0.56 0.68 0.83 0.84 0.74
Control Delay 51.4 44.8 10.3 53.8 27.6 79.5 11.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 51.4 44.8 10.3 53.8 27.6 79.5 11.5
LOS D D B D C E B
Build 2015 Alternative 2 Wash SB Lefts PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Build 2015 Alternative 2 Peak Hour Synchro 6 Report
VRPA Technologies Page 79
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Approach Delay 51.4 20.7 29.0 19.7
Approach LOS D C C B
Queue Length 50th (ft) 222 89 33 65 454 165 459
Queue Length 95th (ft) #383 160 117 m75 m486 m#269 308
Internal Link Dist (ft) 619 233 591 2034
Turn Bay Length (ft)
Base Capacity (vph) 460 275 668 151 2171 334 2627
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.83 0.55 0.53 0.68 0.83 0.79 0.74
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 47 (43%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 25.8 Intersection LOS: C
Intersection Capacity Utilization 84.7% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 94: Channel Drive & Washington Street
Alternative 3
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 1
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 200 200 0 300 200 300 150
Storage Lanes 1 1 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99 0.98 0.98
Frt 0.850 0.955 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3322 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1529 1752 3322 0 3400 5036 1530 3400 5036 1529
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 100 142 76
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2632 1220 1091 2684
Travel Time (s) 59.8 27.7 24.8 61.0
Volume (vph) 41 633 499 123 593 252 342 788 122 284 774 63
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.90 0.90 0.90 0.86 0.86 0.86 0.83 0.83 0.83
Adj. Flow (vph) 49 754 594 137 659 280 398 916 142 342 933 76
Lane Group Flow (vph) 49 754 594 137 939 0 398 916 142 342 933 76
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 25.0 25.0 11.0 27.0 0.0 14.0 21.0 21.0 13.0 20.0 20.0
Total Split (%) 12.9% 35.7% 35.7% 15.7% 38.6% 0.0% 20.0% 30.0% 30.0% 18.6% 28.6% 28.6%
Maximum Green (s) 4.0 20.0 20.0 6.0 22.0 9.0 16.0 16.0 8.0 15.0 15.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None None Max Max
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 5.0 20.2 20.2 7.0 25.9 10.0 17.0 17.0 9.0 16.0 16.0
Actuated g/C Ratio 0.07 0.29 0.29 0.10 0.37 0.14 0.25 0.25 0.13 0.23 0.23
v/c Ratio 0.40 0.74 0.86 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Control Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
3: Avenue 48 & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 2
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.9 27.1 24.4 61.4 21.5 43.9 28.5 6.2 43.2 31.7 7.4
LOS DCCEC DCADCA
Approach Delay 26.5 26.6 30.6 33.3
Approach LOS CCCC
Queue Length 50th (ft) 21 151 99 59 172 87 133 0 74 139 0
Queue Length 95th (ft) 49 192 #243 #147 #248 #142 167 35 #116 166 26
Internal Link Dist (ft) 2552 1140 1011 2604
Turn Bay Length (ft) 200 200 200 300 200 300 150
Base Capacity (vph) 121 1052 700 177 1304 492 1237 483 442 1165 412
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.40 0.72 0.85 0.77 0.72 0.81 0.74 0.29 0.77 0.80 0.18
Intersection Summary
Area Type: Other
Cycle Length: 70
Actuated Cycle Length: 69.2
Natural Cycle: 70
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 29.4 Intersection LOS: C
Intersection Capacity Utilization 66.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 3: Avenue 48 & Jefferson Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 3
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 100 225 100 200 100 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.98 0.98 0.98 0.98
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1530 3400 5036 1530 3400 5036 1530 3400 5036 1530
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 188 217 213 220
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1265 1319 2632 886
Travel Time (s) 28.8 30.0 59.8 20.1
Volume (vph) 157 1118 201 216 789 182 200 681 322 249 858 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.90 0.90 0.90 0.84 0.84 0.84 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Lane Group Flow (vph) 174 1242 223 257 939 217 217 740 350 274 943 242
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 22.0 22.0 10.0 21.0 21.0 10.0 23.0 23.0 10.0 23.0 23.0
Total Split (%) 16.9% 33.8% 33.8% 15.4% 32.3% 32.3% 15.4% 35.4% 35.4% 15.4% 35.4% 35.4%
Maximum Green (s) 6.0 17.0 17.0 5.0 16.0 16.0 5.0 18.0 18.0 5.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max None Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 18.0 18.0 6.0 17.0 17.0 6.0 19.0 19.0 6.0 19.0 19.0
Actuated g/C Ratio 0.11 0.28 0.28 0.09 0.26 0.26 0.09 0.29 0.29 0.09 0.29 0.29
v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Control Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
6: Fred Waring Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 4
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 32.0 32.5 7.3 52.1 25.4 5.6 41.9 20.5 12.4 59.1 22.4 6.1
LOS CCADCADCBECA
Approach Delay 29.0 27.2 21.9 26.6
Approach LOS CCCC
Queue Length 50th (ft) 34 172 10 52 123 0 43 88 42 56 118 6
Queue Length 95th (ft) 61 #251 57 #97 150 37 #87 121 116 #119 158 53
Internal Link Dist (ft) 1185 1239 2552 806
Turn Bay Length (ft) 225 100 225 100 200 100 200 100
Base Capacity (vph) 366 1395 560 314 1317 560 314 1472 598 314 1472 603
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.48 0.89 0.40 0.82 0.71 0.39 0.69 0.50 0.59 0.87 0.64 0.40
Intersection Summary
Area Type: Other
Cycle Length: 65
Actuated Cycle Length: 65
Natural Cycle: 65
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.89
Intersection Signal Delay: 26.4 Intersection LOS: C
Intersection Capacity Utilization 63.4% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 6: Fred Waring Drive & Jefferson Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 5
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 225 0 0 200
Storage Lanes 1 0 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 0.97 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor 0.99
Frt 0.850 0.967
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 1568 4837 0 1752 5036
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 1568 4837 0 1752 5036
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 243 93
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2592 902 2717
Travel Time (s) 58.9 20.5 61.8
Volume (vph) 619 224 1612 458 440 1713
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 673 243 1752 498 478 1862
Lane Group Flow (vph) 673 243 2250 0 478 1862
Turn Type Prot Prot
Protected Phases 4 4 2 1 6
Permitted Phases
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 22.0 22.0 49.0 0.0 29.0 78.0
Total Split (%) 22.0% 22.0% 49.0% 0.0% 29.0% 78.0%
Maximum Green (s) 17.0 17.0 44.0 24.0 73.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 18.0 18.0 45.0 25.0 74.0
Actuated g/C Ratio 0.18 0.18 0.45 0.25 0.74
v/c Ratio 1.10 0.50 1.01 1.09 0.50
Control Delay 106.0 8.8 48.5 106.9 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
9: Avenue 48 & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 6
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 106.0 8.8 48.5 106.9 5.9
LOS F A D F A
Approach Delay 80.2 48.5 26.5
Approach LOS F D C
Queue Length 50th (ft) ~252 0 ~510 ~346 150
Queue Length 95th (ft) #364 65 #640 #542 177
Internal Link Dist (ft) 2512 822 2637
Turn Bay Length (ft) 225 200
Base Capacity (vph) 612 482 2228 438 3727
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 1.10 0.50 1.01 1.09 0.50
Intersection Summary
Area Type: Other
Cycle Length: 100
Actuated Cycle Length: 100
Natural Cycle: 100
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 44.5 Intersection LOS: D
Intersection Capacity Utilization 93.6% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 9: Avenue 48 & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 7
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 1000 150 150 200 125 200 100
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 305 307 115 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2635 1603 3324 2303
Travel Time (s) 59.9 36.4 75.5 52.3
Volume (vph) 354 1235 611 255 866 396 545 1276 181 557 1700 220
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 385 1342 664 277 941 430 592 1387 197 605 1848 239
Lane Group Flow (vph) 385 1342 664 277 941 430 592 1387 197 605 1848 239
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 17.0 32.0 32.0 13.0 28.0 28.0 22.0 41.0 41.0 24.0 43.0 43.0
Total Split (%) 15.5% 29.1% 29.1% 11.8% 25.5% 25.5% 20.0% 37.3% 37.3% 21.8% 39.1% 39.1%
Maximum Green (s) 12.0 27.0 27.0 8.0 23.0 23.0 17.0 36.0 36.0 19.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 13.0 28.0 28.0 9.0 24.0 24.0 18.0 37.0 37.0 20.0 39.0 39.0
Actuated g/C Ratio 0.12 0.25 0.25 0.08 0.22 0.22 0.16 0.34 0.34 0.18 0.35 0.35
v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.75 1.06 0.82 0.34 0.98 1.04 0.40
Control Delay 84.4 78.6 82.7 90.1 38.9 25.8 80.2 34.0 16.0 78.4 49.6 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
10: Fred Waring Drive & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 8
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 84.4 78.6 82.7 90.1 38.9 25.8 80.2 34.0 16.0 78.4 49.6 7.1
LOS F E F F D C F C B E D A
Approach Delay 80.6 44.1 44.9 52.3
Approach LOS F D D D
Queue Length 50th (ft) 141 ~378 ~354 88 247 203 ~229 362 89 197 ~523 37
Queue Length 95th (ft) #237 #473 #581 #183 #308 311 m#323 m421 m108 #329 #598 m21
Internal Link Dist (ft) 2555 1523 3244 2223
Turn Bay Length (ft) 400 1000 150 150 200 125 200 100
Base Capacity (vph) 402 1282 614 278 1099 571 556 1694 587 618 1785 596
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.96 1.05 1.08 1.00 0.86 0.75 1.06 0.82 0.34 0.98 1.04 0.40
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 94 (85%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.08
Intersection Signal Delay: 56.6 Intersection LOS: E
Intersection Capacity Utilization 92.9% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 10: Fred Waring Drive & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 9
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 200 0 300 250 175 200
Storage Lanes 2 1 2 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 1.00 0.97 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.850 0.971 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3505 1568 3400 3382 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3505 1517 3400 3382 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 461 31 173 203
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 840 1276 2684 2668
Travel Time (s) 19.1 29.0 61.0 60.6
Volume (vph) 269 1111 456 107 1030 247 399 462 159 448 589 187
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 292 1208 496 116 1120 268 434 502 173 487 640 203
Lane Group Flow (vph) 292 1208 496 116 1388 0 434 502 173 487 640 203
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 47.0 47.0 21.0 47.0 0.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 42.7% 42.7% 19.1% 42.7% 0.0% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 42.0 42.0 16.0 42.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 000000
Act Effct Green (s) 17.0 43.0 43.0 17.0 43.0 17.0 17.0 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.15 0.39 0.39 0.15 0.39 0.15 0.15 0.15 0.15 0.15 0.15
v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Control Delay 68.6 16.9 2.2 42.0 67.0 59.5 48.0 10.4 52.3 47.6 16.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 68.6 16.9 2.2 42.0 67.0 59.5 48.0 10.4 52.3 47.6 16.9
LOS EBADE EDBDDB
Approach Delay 20.8 65.1 46.6 44.7
Approach LOS C E D D
Queue Length 50th (ft) 113 63 1 37 ~549 155 123 0 127 178 71
Queue Length 95th (ft) m159 #158 0 64 #688 #230 162 61 #266 #224 109
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
13: SR-111 & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 10
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 760 1196 2604 2588
Turn Bay Length (ft) 250 200 300 250 175 200
Base Capacity (vph) 525 1370 874 525 1341 525 778 381 525 778 406
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.56 0.88 0.57 0.22 1.04 0.83 0.65 0.45 0.93 0.82 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 59 (54%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 105
Control Type: Pretimed
Maximum v/c Ratio: 1.04
Intersection Signal Delay: 42.2 Intersection LOS: D
Intersection Capacity Utilization 83.7% ICU Level of Service E
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 13: SR-111 & Jefferson Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 11
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850 1850
Storage Length (ft) 350 225 550 0 450 175 225 0
Storage Lanes 2 1 2 0 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 0.99 0.97 1.00
Frt 0.850 0.941 0.850 0.982
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3310 4903 1527 3310 4556 0 3310 4903 1527 3310 4796 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3310 4903 1478 3310 4556 0 3310 4903 1478 3310 4796 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 305 153 147 23
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 930 1266 2658 671
Travel Time (s) 21.1 28.8 60.4 15.3
Volume (vph) 309 1263 572 180 852 549 422 798 135 680 1318 180
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 336 1373 622 196 926 597 459 867 147 739 1433 196
Lane Group Flow (vph) 336 1373 622 196 1523 0 459 867 147 739 1629 0
Turn Type Prot Perm Prot Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2
Detector Phases 74438 52216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 15.0 32.0 32.0 21.0 38.0 0.0 18.0 28.0 28.0 29.0 39.0 0.0
Total Split (%) 13.6% 29.1% 29.1% 19.1% 34.5% 0.0% 16.4% 25.5% 25.5% 26.4% 35.5% 0.0%
Maximum Green (s) 10.0 27.0 27.0 16.0 33.0 13.0 23.0 23.0 24.0 34.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000 00 0
Act Effct Green (s) 11.0 32.1 32.1 12.9 34.0 14.0 24.0 24.0 25.0 35.0
Actuated g/C Ratio 0.10 0.29 0.29 0.12 0.31 0.13 0.22 0.22 0.23 0.32
v/c Ratio 1.02 0.96 0.96 0.51 1.06dr 1.09 0.81 0.34 0.98 1.06
Control Delay 82.0 42.6 39.9 60.1 42.8 115.7 47.8 8.1 49.5 69.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
14: SR-111 & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 12
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 82.0 42.6 39.9 60.1 42.8 115.7 47.8 8.1 49.5 69.9
LOS FDDED FDADE
Approach Delay 47.6 44.7 65.0 63.6
Approach LOS D D E E
Queue Length 50th (ft) ~123 369 345 75 ~153 ~188 214 0 279 ~469
Queue Length 95th (ft) m#154 m#466 m#388 m110 #481 #291 265 52 m#381 m#565
Internal Link Dist (ft) 850 1186 2578 591
Turn Bay Length (ft) 350 225 550 450 175 225
Base Capacity (vph) 331 1432 648 512 1514 421 1070 437 752 1542
Starvation Cap Reductn 00000 00000
Spillback Cap Reductn 00000 00000
Storage Cap Reductn 00000 00000
Reduced v/c Ratio 1.02 0.96 0.96 0.38 1.01 1.09 0.81 0.34 0.98 1.06
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 103 (94%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.09
Intersection Signal Delay: 55.0 Intersection LOS: E
Intersection Capacity Utilization 95.1% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 14: SR-111 & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 13
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 150 150 0 0 125 0
Storage Lanes 1 0 1 1 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 1.00 0.98 0.99 0.98
Frt 0.995 0.850 0.966 0.850
Flt Protected 0.950 0.950 0.993 0.950 0.963
Satd. Flow (prot) 1752 3482 0 1752 3505 1568 0 1753 0 1665 1688 1568
Flt Permitted 0.950 0.950 0.993 0.950 0.963
Satd. Flow (perm) 1752 3482 0 1752 3505 1529 0 1753 0 1665 1688 1529
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 5 342 20 258
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2592 2628 875 3025
Travel Time (s) 58.9 59.7 19.9 68.8
Volume (vph) 248 466 16 9 428 315 19 85 35 455 60 240
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.96 0.96 0.96 0.92 0.92 0.92 0.84 0.84 0.84 0.93 0.93 0.93
Adj. Flow (vph) 258 485 17 10 465 342 23 101 42 489 65 258
Lane Group Flow (vph) 258 502 0 10 465 342 0 166 0 270 284 258
Turn Type Prot Prot Perm Split Split Perm
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 8 1
Detector Phases 7 4 38822 111
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 9.0 21.0 21.0 21.0
Total Split (s) 16.0 28.0 0.0 9.0 21.0 21.0 12.0 12.0 0.0 21.0 21.0 21.0
Total Split (%) 22.9% 40.0% 0.0% 12.9% 30.0% 30.0% 17.1% 17.1% 0.0% 30.0% 30.0% 30.0%
Maximum Green (s) 11.0 23.0 4.0 16.0 16.0 7.0 7.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lead Lag Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 11.9 29.2 5.0 15.0 15.0 8.0 17.0 17.0 17.0
Actuated g/C Ratio 0.18 0.43 0.07 0.22 0.22 0.12 0.25 0.25 0.25
v/c Ratio 0.84 0.33 0.09 0.60 0.57 0.74 0.65 0.67 0.45
Control Delay 53.8 14.2 34.0 27.3 7.0 48.3 32.1 33.1 6.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
17: Avenue 48 & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 14
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 53.8 14.2 34.0 27.3 7.0 48.3 32.1 33.1 6.1
LOS DB CCA D CCA
Approach Delay 27.6 18.9 48.3 24.2
Approach LOS C B D C
Queue Length 50th (ft) 107 65 4 92 0 61 108 114 0
Queue Length 95th (ft) #231 124 18 136 59 #138 #208 #222 52
Internal Link Dist (ft) 2512 2548 795 2945
Turn Bay Length (ft) 200 150 150 125
Base Capacity (vph) 309 1499 117 852 630 224 417 422 576
Starvation Cap Reductn 0 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.83 0.33 0.09 0.55 0.54 0.74 0.65 0.67 0.45
Intersection Summary
Area Type: Other
Cycle Length: 70
Actuated Cycle Length: 68
Natural Cycle: 70
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.84
Intersection Signal Delay: 25.1 Intersection LOS: C
Intersection Capacity Utilization 56.8% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 17: Avenue 48 & Adams Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 15
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 100 0 100 0 100 100
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.989 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3455 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3505 1523 1752 3455 0 1752 1845 1523 1752 1845 1523
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 49 8 127 37
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1822 2648 2644 683
Travel Time (s) 41.4 60.2 60.1 15.5
Volume (vph) 23 665 65 130 789 60 453 117 117 142 137 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 25 723 71 141 858 65 492 127 127 154 149 37
Lane Group Flow (vph) 25 723 71 141 923 0 492 127 127 154 149 37
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 9.0 25.0 25.0 12.0 28.0 0.0 31.0 34.0 34.0 19.0 22.0 22.0
Total Split (%) 10.0% 27.8% 27.8% 13.3% 31.1% 0.0% 34.4% 37.8% 37.8% 21.1% 24.4% 24.4%
Maximum Green (s) 4.0 20.0 20.0 7.0 23.0 26.0 29.0 29.0 14.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 5.0 21.1 21.1 8.0 29.7 26.1 26.5 26.5 12.6 12.9 12.9
Actuated g/C Ratio 0.06 0.25 0.25 0.10 0.35 0.31 0.31 0.31 0.15 0.15 0.15
v/c Ratio 0.26 0.82 0.17 0.84 0.75 0.90 0.22 0.22 0.59 0.53 0.14
Control Delay 47.5 40.2 13.3 79.3 31.4 51.2 22.8 5.3 43.5 39.9 11.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
18: Fred Waring Drive & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 16
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 47.5 40.2 13.3 79.3 31.4 51.2 22.8 5.3 43.5 39.9 11.7
LOS DDBEC DCADDB
Approach Delay 38.1 37.8 38.5 38.5
Approach LOS DDDD
Queue Length 50th (ft) 13 193 9 76 210 248 50 0 77 74 0
Queue Length 95th (ft) 39 #311 44 #193 #410 #464 94 37 143 131 25
Internal Link Dist (ft) 1742 2568 2564 603
Turn Bay Length (ft) 100 100 100 100 100 100
Base Capacity (vph) 98 877 418 167 1223 557 632 605 304 373 337
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.26 0.82 0.17 0.84 0.75 0.88 0.20 0.21 0.51 0.40 0.11
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 84.2
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 38.1 Intersection LOS: D
Intersection Capacity Utilization 74.5% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 18: Fred Waring Drive & Adams Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 17
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 200 400 150 150 150 150 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.98 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1535 3400 3505 1528 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 217 125 67 187
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1285 1329 3025 2276
Travel Time (s) 29.2 30.2 68.8 51.7
Volume (vph) 235 1394 233 137 1190 158 217 425 62 304 380 172
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 255 1515 253 149 1293 172 236 462 67 330 413 187
Lane Group Flow (vph) 255 1515 253 149 1293 172 236 462 67 330 413 187
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0 9.0 21.0 21.0
Total Split (s) 19.0 46.0 46.0 14.0 41.0 41.0 18.0 28.0 28.0 22.0 32.0 32.0
Total Split (%) 17.3% 41.8% 41.8% 12.7% 37.3% 37.3% 16.4% 25.5% 25.5% 20.0% 29.1% 29.1%
Maximum Green (s) 14.0 41.0 41.0 9.0 36.0 36.0 13.0 23.0 23.0 17.0 27.0 27.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 13.7 42.4 42.4 9.6 38.3 38.3 12.9 26.0 26.0 16.0 29.1 29.1
Actuated g/C Ratio 0.12 0.39 0.39 0.09 0.35 0.35 0.12 0.24 0.24 0.15 0.26 0.26
v/c Ratio 0.60 0.78 0.35 0.50 0.74 0.28 0.59 0.56 0.16 0.67 0.45 0.35
Control Delay 43.4 24.9 8.9 37.5 30.8 14.6 52.4 40.5 9.7 45.5 34.8 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
19: SR-111 & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 18
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 43.4 24.9 8.9 37.5 30.8 14.6 52.4 40.5 9.7 45.5 34.8 7.1
LOS DCADCBDDADCA
Approach Delay 25.2 29.7 41.5 33.0
Approach LOS CCDC
Queue Length 50th (ft) 81 386 74 42 335 73 81 153 0 116 135 9
Queue Length 95th (ft) 112 447 126 m59 384 m99 122 211 37 160 185 64
Internal Link Dist (ft) 1205 1249 2945 2196
Turn Bay Length (ft) 575 200 400 150 150 150 150 150
Base Capacity (vph) 464 1942 718 309 1753 616 433 828 412 556 928 539
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.55 0.78 0.35 0.48 0.74 0.28 0.55 0.56 0.16 0.59 0.45 0.35
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 16 (15%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.78
Intersection Signal Delay: 30.3 Intersection LOS: C
Intersection Capacity Utilization 66.2% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 19: SR-111 & Adams Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 19
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 275 0 150 0 0 0 150 0
Storage Lanes 2 0 1 0 0 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 0.95 1.00 1.00 1.00 0.97 1.00 1.00
Ped Bike Factor 0.99 0.97
Frt 0.956 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3400 3505 0 1845 3331 0 0 1845 0 3400 0 1524
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 119 131
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2628 2632 570 2692
Travel Time (s) 59.7 59.8 13.0 61.2
Volume (vph) 80 803 0 0 721 299 0 0 0 456 0 124
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.95 0.95 0.95 0.92 0.92 0.92 0.92 0.92 0.92 0.95 0.95 0.95
Adj. Flow (vph) 84 845 0 0 784 325 0 0 0 480 0 131
Lane Group Flow (vph) 84 845 0 0 1109 00004800131
Turn Type Prot Prot Split Prot custom
Protected Phases 7 4 3 8 2 2 1
Permitted Phases 1
Detector Phases 7 4 3 8 2 2 1 1
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 9.0 26.0 0.0 9.0 26.0 0.0 10.0 10.0 0.0 15.0 0.0 15.0
Total Split (%) 15.0% 43.3% 0.0% 15.0% 43.3% 0.0% 16.7% 16.7% 0.0% 25.0% 0.0% 25.0%
Maximum Green (s) 4.0 21.0 4.0 21.0 5.0 5.0 10.0 10.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None None
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 5.1 23.8 19.2 10.7 10.7
Actuated g/C Ratio 0.11 0.55 0.45 0.25 0.25
v/c Ratio 0.23 0.43 0.71 0.57 0.27
Control Delay 22.2 6.0 12.3 19.0 5.9
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
22: Avenue 48 & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 20
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 22.2 6.0 12.3 19.0 5.9
LOS C A B B A
Approach Delay 7.4 12.3
Approach LOS A B
Queue Length 50th (ft) 11 53 115 65 0
Queue Length 95th (ft) 28 78 177 105 33
Internal Link Dist (ft) 2548 2552 490 2612
Turn Bay Length (ft) 275 150
Base Capacity (vph) 370 2087 1684 892 496
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.23 0.40 0.66 0.54 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 42.9
Natural Cycle: 60
Control Type: Actuated-Uncoordinated
Maximum v/c Ratio: 0.71
Intersection Signal Delay: 11.5 Intersection LOS: B
Intersection Capacity Utilization 60.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 22: Avenue 48 & Dune Palms Road
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 21
Lane Group EBT EBR WBL WBT NBL NBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 150 0 0
Storage Lanes 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0000
Turning Speed (mph) 9 15 15 9
Lane Util. Factor 0.95 0.95 1.00 0.95 1.00 1.00
Ped Bike Factor 1.00 0.97
Frt 0.983 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 3434 0 1752 3505 1752 1568
Flt Permitted 0.950 0.950
Satd. Flow (perm) 3434 0 1752 3505 1752 1523
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 24 221
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2648 1375 2640
Travel Time (s) 60.2 31.3 60.0
Volume (vph) 1298 168 151 1098 166 186
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.80 0.80 0.78 0.78
Adj. Flow (vph) 1545 200 189 1372 213 238
Lane Group Flow (vph) 1745 0 189 1372 213 238
Turn Type Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 2
Detector Phases 4 3822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 9.0 21.0 21.0 21.0
Total Split (s) 53.0 0.0 16.0 69.0 21.0 21.0
Total Split (%) 58.9% 0.0% 17.8% 76.7% 23.3% 23.3%
Maximum Green (s) 48.0 11.0 64.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode Max None Max None None
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 49.3 11.8 65.1 15.1 15.1
Actuated g/C Ratio 0.56 0.13 0.74 0.17 0.17
v/c Ratio 0.90 0.81 0.53 0.71 0.53
Control Delay 26.0 64.2 6.1 48.0 10.8
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
23: Fred Waring Drive & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 22
Lane Group EBT EBR WBL WBT NBL NBR
Total Delay 26.0 64.2 6.1 48.0 10.8
LOS C E A D B
Approach Delay 26.0 13.2 28.4
Approach LOS C B C
Queue Length 50th (ft) 446 106 156 113 8
Queue Length 95th (ft) 494 #178 163 158 45
Internal Link Dist (ft) 2568 1295 2560
Turn Bay Length (ft) 150
Base Capacity (vph) 1929 238 2585 331 467
Starvation Cap Reductn 0 0000
Spillback Cap Reductn 0 0000
Storage Cap Reductn 0 0000
Reduced v/c Ratio 0.90 0.79 0.53 0.64 0.51
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 88.2
Natural Cycle: 90
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 21.0 Intersection LOS: C
Intersection Capacity Utilization 70.1% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 23: Fred Waring Drive & Dune Palms Road
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 23
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 150 550 150 150 175 200 150
Storage Lanes 2 1 2 1 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.97 0.95 1.00 0.97 0.95 1.00
Ped Bike Factor 0.97 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 3400 3505 1568 3400 3505 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 5036 1517 3400 3505 1517 3400 3505 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 84 119 154 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1333 1760 2692 3853
Travel Time (s) 30.3 40.0 61.2 87.6
Volume (vph) 166 1620 123 137 1258 153 91 155 142 164 202 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Lane Group Flow (vph) 180 1761 134 149 1367 166 99 168 154 178 220 136
Turn Type Prot Perm Prot Perm Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4826
Detector Phases 744388522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 22.0 52.0 52.0 14.0 44.0 44.0 12.0 22.0 22.0 22.0 32.0 32.0
Total Split (%) 20.0% 47.3% 47.3% 12.7% 40.0% 40.0% 10.9% 20.0% 20.0% 20.0% 29.1% 29.1%
Maximum Green (s) 17.0 47.0 47.0 9.0 39.0 39.0 7.0 17.0 17.0 17.0 27.0 27.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 00000
Act Effct Green (s) 11.2 47.2 47.2 9.7 45.7 45.7 8.0 25.2 25.2 11.9 29.1 29.1
Actuated g/C Ratio 0.10 0.43 0.43 0.09 0.42 0.42 0.07 0.23 0.23 0.11 0.26 0.26
v/c Ratio 0.52 0.81 0.19 0.50 0.65 0.24 0.40 0.21 0.33 0.48 0.24 0.27
Control Delay 54.7 20.1 3.9 40.3 28.0 11.7 53.8 36.4 8.1 50.2 33.0 7.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
24: SR-111 & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 24
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 54.7 20.1 3.9 40.3 28.0 11.7 53.8 36.4 8.1 50.2 33.0 7.1
LOS DCADCBDDADCA
Approach Delay 22.1 27.5 30.1 32.1
Approach LOS CCCC
Queue Length 50th (ft) 51 442 25 43 320 58 35 51 0 61 65 0
Queue Length 95th (ft) m58 505 m28 m73 393 m101 62 85 55 95 98 48
Internal Link Dist (ft) 1253 1680 2612 3773
Turn Bay Length (ft) 150 150 550 150 150 175 200 150
Base Capacity (vph) 556 2198 709 309 2093 700 251 803 466 556 928 502
Starvation Cap Reductn 000000000000
Spillback Cap Reductn 000000000000
Storage Cap Reductn 000000000000
Reduced v/c Ratio 0.32 0.80 0.19 0.48 0.65 0.24 0.39 0.21 0.33 0.32 0.24 0.27
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 9 (8%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 85
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.81
Intersection Signal Delay: 25.9 Intersection LOS: C
Intersection Capacity Utilization 66.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 24: SR-111 & Dune Palms Road
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 25
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 0 150 0 150 150
Storage Lanes 1 0 1 0 2 1 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.97 0.91 1.00 0.97 0.91 1.00
Ped Bike Factor 0.97 0.99 0.97 0.97
Frt 0.873 0.940 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 2976 0 1752 3252 0 3400 5036 1568 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 2976 0 1752 3252 0 3400 5036 1517 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 200 32 18 80
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2656 1279 1256 2632
Travel Time (s) 60.4 29.1 28.5 59.8
Volume (vph) 193 35 191 14 24 16 107 1019 16 9 1163 99
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.73 0.73 0.73 0.50 0.50 0.50 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 264 48 262 28 48 32 120 1145 18 10 1307 111
Lane Group Flow (vph) 264 310 0 28 80 0 120 1145 18 10 1307 111
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 32.0 43.0 0.0 12.0 23.0 0.0 14.0 44.0 44.0 11.0 41.0 41.0
Total Split (%) 29.1% 39.1% 0.0% 10.9% 20.9% 0.0% 12.7% 40.0% 40.0% 10.0% 37.3% 37.3%
Maximum Green (s) 27.0 38.0 7.0 18.0 9.0 39.0 39.0 6.0 36.0 36.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 21.8 43.8 7.5 25.2 9.4 48.8 48.8 6.7 37.6 37.6
Actuated g/C Ratio 0.20 0.40 0.07 0.23 0.09 0.44 0.44 0.06 0.34 0.34
v/c Ratio 0.76 0.24 0.24 0.10 0.41 0.51 0.03 0.05 0.76 0.19
Control Delay 55.4 9.1 53.3 23.8 53.4 29.6 15.4 49.1 35.8 10.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
27: Miles Avenue & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 26
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 55.4 9.1 53.3 23.8 53.4 29.6 15.4 49.1 35.8 10.1
LOS EA DC DCBDDB
Approach Delay 30.4 31.4 31.6 33.9
Approach LOS CCCC
Queue Length 50th (ft) 176 27 19 14 47 212 2 3 300 15
Queue Length 95th (ft) 194 36 27 15 77 347 m14 12 352 54
Internal Link Dist (ft) 2576 1199 1176 2552
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 446 1305 127 769 309 2234 683 216 1722 571
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.59 0.24 0.22 0.10 0.39 0.51 0.03 0.05 0.76 0.19
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 23 (21%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 70
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.76
Intersection Signal Delay: 32.3 Intersection LOS: C
Intersection Capacity Utilization 53.2% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 27: Miles Avenue & Jefferson Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 27
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 200 200 275
Storage Lanes 1 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.98 0.97 0.97
Frt 0.960 0.906 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3336 0 3400 3112 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3336 0 3400 3112 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 42 197 153 95
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4499 3481 3324 2114
Travel Time (s) 102.3 79.1 75.5 48.0
Volume (vph) 145 303 110 107 127 211 130 1490 183 350 1900 87
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 158 329 120 116 138 229 141 1620 199 380 2065 95
Lane Group Flow (vph) 158 449 0 116 367 0 141 1620 199 380 2065 95
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 15.0 26.0 0.0 10.0 21.0 0.0 16.0 43.0 43.0 31.0 58.0 58.0
Total Split (%) 13.6% 23.6% 0.0% 9.1% 19.1% 0.0% 14.5% 39.1% 39.1% 28.2% 52.7% 52.7%
Maximum Green (s) 10.0 21.0 5.0 16.0 11.0 38.0 38.0 26.0 53.0 53.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 11.0 22.0 6.0 17.0 11.6 40.3 40.3 25.7 54.4 54.4
Actuated g/C Ratio 0.10 0.20 0.05 0.15 0.11 0.37 0.37 0.23 0.49 0.49
v/c Ratio 0.90 0.64 0.63 0.57 0.76 0.88 0.30 0.93 0.83 0.12
Control Delay 96.5 41.2 66.4 23.3 49.3 33.3 12.8 76.7 14.2 0.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
28: Miles Avenue & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 28
Lane Group EBL EBT EBR WBL WBT WBR SEL SET SER NWL NWT NWR
Total Delay 96.5 41.2 66.4 23.3 49.3 33.3 12.8 76.7 14.2 0.3
LOS FD EC DCBEBA
Approach Delay 55.6 33.6 32.3 23.0
Approach LOS E C C C
Queue Length 50th (ft) 112 140 42 57 87 424 66 244 110 0
Queue Length 95th (ft) #236 195 #77 106 m82 m403 m61 m#391 182 m0
Internal Link Dist (ft) 4419 3401 3244 2034
Turn Bay Length (ft) 200 200 150 200 200 275
Base Capacity (vph) 175 701 185 648 191 1843 653 430 2489 798
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.90 0.64 0.63 0.57 0.74 0.88 0.30 0.88 0.83 0.12
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 101 (92%), Referenced to phase 2:SET and 6:NWT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.93
Intersection Signal Delay: 30.8 Intersection LOS: C
Intersection Capacity Utilization 82.9% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 28: Miles Avenue & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 29
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 0.99 0.99 1.00 1.00
Frt 0.959 0.962 0.982 0.989
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3340 0 1752 3352 0 1752 3432 0 1752 3461 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3340 0 1752 3352 0 1752 3432 0 1752 3461 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 88 65 25 13
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 3481 2620 2613 2644
Travel Time (s) 79.1 59.5 59.4 60.1
Volume (vph) 44 383 142 55 168 58 96 673 92 49 530 41
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.89 0.89 0.89 0.92 0.92 0.92 0.91 0.91 0.91
Adj. Flow (vph) 47 407 151 62 189 65 104 732 100 54 582 45
Lane Group Flow (vph) 47 558 0 62 254 0 104 832 0 54 627 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 17.3 5.0 17.3 5.0 19.3 5.0 17.3
Actuated g/C Ratio 0.09 0.32 0.09 0.32 0.09 0.35 0.09 0.32
v/c Ratio 0.31 0.50 0.41 0.23 0.67 0.68 0.36 0.57
Control Delay 31.7 15.8 34.8 12.4 50.5 21.0 33.1 19.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
29: Miles Avenue & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 30
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 31.7 15.8 34.8 12.4 50.5 21.0 33.1 19.1
LOS CB CB DC CB
Approach Delay 17.1 16.8 24.2 20.2
Approach LOS B B C C
Queue Length 50th (ft) 16 74 22 27 38 143 19 101
Queue Length 95th (ft) 44 117 54 51 #107 #236 49 150
Internal Link Dist (ft) 3401 2540 2533 2564
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 151 1121 151 1109 156 1227 151 1108
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.31 0.50 0.41 0.23 0.67 0.68 0.36 0.57
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 54.6
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 20.5 Intersection LOS: C
Intersection Capacity Utilization 57.1% ICU Level of Service B
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 29: Miles Avenue & Adams Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 31
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 200 0 150 0 125 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95 1.00 0.95 0.95
Ped Bike Factor 1.00 1.00 1.00 1.00
Frt 0.971 0.984 0.972 0.980
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3388 0 1752 3440 0 1752 3392 0 1752 3424 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 50 21 47 29
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2620 2656 1383 2640
Travel Time (s) 59.5 60.4 31.4 60.0
Volume (vph) 58 392 96 63 193 23 73 308 72 5 228 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.72 0.72 0.72 0.88 0.88 0.88 0.87 0.87 0.87 0.94 0.94 0.94
Adj. Flow (vph) 81 544 133 72 219 26 84 354 83 5 243 38
Lane Group Flow (vph) 81 677 0 72 245 0 84 437 0 5 281 0
Turn Type Prot Prot Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases
Detector Phases 7 4 3 8 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0 9.0 21.0 0.0
Total Split (%) 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0% 15.0% 35.0% 0.0%
Maximum Green (s) 4.0 16.0 4.0 16.0 4.0 16.0 4.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max None Max None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)0000
Act Effct Green (s) 5.0 19.0 5.0 17.3 5.0 22.4 5.1 17.3
Actuated g/C Ratio 0.09 0.34 0.08 0.31 0.09 0.40 0.08 0.31
v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Control Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
30: Miles Avenue & Dune Palms Road 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 32
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 41.8 18.1 39.4 15.5 43.1 12.3 27.8 15.4
LOS DB DB DB CB
Approach Delay 20.6 21.0 17.3 15.6
Approach LOS C C B B
Queue Length 50th (ft) 29 104 26 32 30 45 2 36
Queue Length 95th (ft) 52 115 #66 56 #79 92 10 64
Internal Link Dist (ft) 2540 2576 1303 2560
Turn Bay Length (ft) 200 200 150 125
Base Capacity (vph) 151 1177 147 1073 151 1377 140 1073
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.54 0.58 0.49 0.23 0.56 0.32 0.04 0.26
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 56.4
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.58
Intersection Signal Delay: 19.0 Intersection LOS: B
Intersection Capacity Utilization 48.3% ICU Level of Service A
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 30: Miles Avenue & Dune Palms Road
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 33
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 200 400 0 75 75 125 0
Storage Lanes 1 1 1 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.96 1.00 0.95 0.95
Frt 0.850 0.999 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3501 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.800 0.800
Satd. Flow (perm) 1752 3505 1508 1752 3501 0 1476 1845 1494 1476 1845 1494
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 57 2 91 151
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1414 4473 454 2121
Travel Time (s) 32.1 101.7 10.3 48.2
Volume (vph) 188 1939 56 69 1334 10 45 39 70 4 20 138
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.98 0.98 0.98 0.95 0.95 0.95 0.77 0.77 0.77 0.88 0.88 0.88
Adj. Flow (vph) 192 1979 57 73 1404 11 58 51 91 5 23 157
Lane Group Flow (vph) 192 1979 57 73 1415 0 58 51 91 5 23 157
Turn Type Prot Perm Prot Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2 2 2
Detector Phases 74438 222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 13.0 42.0 42.0 9.0 38.0 0.0 9.0 9.0 9.0 9.0 9.0 9.0
Total Split (%) 21.7% 70.0% 70.0% 15.0% 63.3% 0.0% 15.0% 15.0% 15.0% 15.0% 15.0% 15.0%
Maximum Green (s) 8.0 37.0 37.0 4.0 33.0 4.0 4.0 4.0 4.0 4.0 4.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None None None None None None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 9.0 44.9 44.9 5.0 36.7 5.0 5.0 5.0 5.0 5.0 5.0
Actuated g/C Ratio 0.15 0.74 0.74 0.08 0.60 0.08 0.08 0.08 0.08 0.08 0.08
v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Control Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
32: SR-111 & Miles Avenue 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 34
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 44.5 10.6 1.6 42.6 10.8 41.9 32.7 14.6 26.2 28.1 17.5
LOS DBADB DCBCCB
Approach Delay 13.3 12.3 27.2 19.0
Approach LOS B B C B
Queue Length 50th (ft) 67 265 0 26 173 21 18 0282
Queue Length 95th (ft) #156 #425 10 #71 243 44 39 26 10 26 #58
Internal Link Dist (ft) 1334 4393 374 2041
Turn Bay Length (ft) 400 200 400 75 75 125
Base Capacity (vph) 259 2582 1126 137 2108 118 148 204 118 148 259
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.74 0.77 0.05 0.53 0.67 0.49 0.34 0.45 0.04 0.16 0.61
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 61
Natural Cycle: 60
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.77
Intersection Signal Delay: 13.9 Intersection LOS: B
Intersection Capacity Utilization 77.8% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 32: SR-111 & Miles Avenue
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 35
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 400 150 400 0 100 0 100 0
Storage Lanes 2 1 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 0.91 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.97 1.00 0.97 0.97
Frt 0.850 0.978 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 5036 1568 3400 4902 0 1752 1845 1568 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 5036 1517 3400 4902 0 1752 1845 1517 1752 1845 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 145 39 140 71
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1329 1333 571 343
Travel Time (s) 30.2 30.3 13.0 7.8
Volume (vph) 92 1652 229 234 1335 232 224 36 184 190 53 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.94 0.94 0.94 0.84 0.84 0.84 0.92 0.92 0.92
Adj. Flow (vph) 101 1815 252 249 1420 247 267 43 219 207 58 71
Lane Group Flow (vph) 101 1815 252 249 1667 0 267 43 219 207 58 71
Turn Type Prot Perm Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 4 2 6
Detector Phases 74438 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 11.0 48.0 48.0 14.0 51.0 0.0 26.0 27.0 27.0 21.0 22.0 22.0
Total Split (%) 10.0% 43.6% 43.6% 12.7% 46.4% 0.0% 23.6% 24.5% 24.5% 19.1% 20.0% 20.0%
Maximum Green (s) 6.0 43.0 43.0 9.0 46.0 21.0 22.0 22.0 16.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max None C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 7.0 44.0 44.0 10.0 47.0 20.4 23.8 23.8 16.2 19.6 19.6
Actuated g/C Ratio 0.06 0.40 0.40 0.09 0.43 0.19 0.22 0.22 0.15 0.18 0.18
v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.82 0.11 0.50 0.80 0.18 0.22
Control Delay 68.4 22.9 4.9 55.1 27.2 63.9 36.2 18.9 68.2 41.2 11.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
33: SR-111 & La Quinta Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 36
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 68.4 22.9 4.9 55.1 27.2 63.9 36.2 18.9 68.2 41.2 11.3
LOS ECAEC EDBEDB
Approach Delay 22.9 30.8 43.0 51.5
Approach LOS CCDD
Queue Length 50th (ft) 30 419 53 72 441 179 25 47 142 36 0
Queue Length 95th (ft) m44 478 m67 #147 484 #256 52 106 #254 75 40
Internal Link Dist (ft) 1249 1253 491 263
Turn Bay Length (ft) 400 150 400 100 100
Base Capacity (vph) 216 2014 694 309 2117 350 399 438 271 329 329
Starvation Cap Reductn 00000 000000
Spillback Cap Reductn 00000 000000
Storage Cap Reductn 00000 000000
Reduced v/c Ratio 0.47 0.90 0.36 0.81 0.79 0.76 0.11 0.50 0.76 0.18 0.22
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 69 (63%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.90
Intersection Signal Delay: 30.1 Intersection LOS: C
Intersection Capacity Utilization 67.7% ICU Level of Service C
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 33: SR-111 & La Quinta Drive
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 37
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 100 200 0 250 0
Storage Lanes 0 0 0 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.99 0.97 1.00 1.00
Frt 0.965 0.850 0.994
Flt Protected 0.987 0.959 0.950 0.950
Satd. Flow (prot) 0 1742 0 0 1769 1568 1752 4995 0 1752 5035 0
Flt Permitted 0.987 0.959 0.950 0.950
Satd. Flow (perm) 0 1742 0 0 1769 1517 1752 4995 0 1752 5035 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 11 87 7
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 300 677 2717 2658
Travel Time (s) 6.8 15.4 61.8 60.4
Volume (vph) 6 12 6 59 10 74 14 1620 65 36 2098 5
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.57 0.57 0.57 0.85 0.85 0.85 0.92 0.92 0.92 0.82 0.82 0.82
Adj. Flow (vph) 11 21 11 69 12 87 15 1761 71 44 2559 6
Lane Group Flow (vph) 0 43 0 0 81 87 15 1832 0 44 2565 0
Turn Type Split Split Perm Prot Prot
Protected Phases 4 4 7 7 5 2 1 6
Permitted Phases 7
Detector Phases 4 4 77752 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 21.0 9.0 57.0 0.0 11.0 59.0 0.0
Total Split (%) 19.1% 19.1% 0.0% 19.1% 19.1% 19.1% 8.2% 51.8% 0.0% 10.0% 53.6% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 16.0 4.0 52.0 6.0 54.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None Max None Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 8.6 10.9 10.9 5.1 64.6 7.0 67.6
Actuated g/C Ratio 0.08 0.11 0.11 0.05 0.66 0.07 0.69
v/c Ratio 0.28 0.41 0.36 0.17 0.56 0.37 0.74
Control Delay 37.3 44.4 12.9 50.6 12.8 52.1 14.8
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
35: Avenue 47 & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 38
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 37.3 44.4 12.9 50.6 12.8 52.1 14.8
LOS D D B D B D B
Approach Delay 37.3 28.1 13.1 15.5
Approach LOS D C B B
Queue Length 50th (ft) 18 46 0 9 263 26 331
Queue Length 95th (ft) 30 88 38 31 371 58 521
Internal Link Dist (ft) 220 597 2637 2578
Turn Bay Length (ft) 100 200 250
Base Capacity (vph) 280 292 323 86 3279 122 3460
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.15 0.28 0.27 0.17 0.56 0.36 0.74
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 98.4
Natural Cycle: 110
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.74
Intersection Signal Delay: 15.2 Intersection LOS: B
Intersection Capacity Utilization 58.6% ICU Level of Service B
Analysis Period (min) 15
Splits and Phases: 35: Avenue 47 & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 39
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 100 0 100 0 100 0
Storage Lanes 1 0 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.875 0.956 0.999 0.992
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1571 0 1752 1747 0 1752 5029 0 1752 4985 0
Flt Permitted 0.740 0.685 0.950 0.950
Satd. Flow (perm) 1365 1571 0 1264 1747 0 1752 5029 0 1752 4985 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 93 8 4 22
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 5249 1348 2668 1328
Travel Time (s) 119.3 30.6 60.6 30.2
Volume (vph) 64 16 80 8 15 6 93 1113 10 4 1226 73
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.86 0.86 0.86 0.79 0.79 0.79 0.86 0.86 0.86 0.80 0.80 0.80
Adj. Flow (vph) 74 19 93 10 19 8 108 1294 12 5 1532 91
Lane Group Flow (vph) 74 112 0 10 27 0 108 1306 0 5 1623 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 12.0 12.0 0.0 12.0 12.0 0.0 13.0 34.0 0.0 9.0 30.0 0.0
Total Split (%) 21.8% 21.8% 0.0% 21.8% 21.8% 0.0% 23.6% 61.8% 0.0% 16.4% 54.5% 0.0%
Maximum Green (s) 7.0 7.0 7.0 7.0 8.0 29.0 4.0 25.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 7.7 7.7 7.7 7.7 8.3 40.4 5.3 34.4
Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.15 0.73 0.10 0.63
v/c Ratio 0.39 0.37 0.06 0.11 0.41 0.35 0.03 0.52
Control Delay 21.6 9.4 21.2 17.9 22.5 3.8 27.5 2.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
38: Westward Ho Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 40
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 21.6 9.4 21.2 17.9 22.5 3.8 27.5 2.9
LOS CA CB CA CA
Approach Delay 14.3 18.8 5.2 3.0
Approach LOS BBAA
Queue Length 50th (ft) 21 7 3 6 31 28 3 89
Queue Length 95th (ft) m60 49 12 20 m54 m165 m5 10
Internal Link Dist (ft) 5169 1268 2588 1248
Turn Bay Length (ft) 100 100 100 100
Base Capacity (vph) 199 308 184 261 287 3695 169 3126
Starvation Cap Reductn 0 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0 0
Reduced v/c Ratio 0.37 0.36 0.05 0.10 0.38 0.35 0.03 0.52
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 25 (45%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 45
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 4.8 Intersection LOS: A
Intersection Capacity Utilization 51.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 38: Westward Ho Drive & Jefferson Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 41
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 100
Storage Lanes 1 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95
Ped Bike Factor 0.97 0.99
Frt 0.850 0.977
Flt Protected 0.950 0.950
Satd. Flow (prot) 1752 1568 3397 0 1752 3505
Flt Permitted 0.950 0.950
Satd. Flow (perm) 1752 1517 3397 0 1752 3505
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 89 25
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 5249 2276 2613
Travel Time (s) 119.3 51.7 59.4
Volume (vph) 104 58 874 155 104 731
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.65 0.65 0.89 0.89 0.82 0.82
Adj. Flow (vph) 160 89 982 174 127 891
Lane Group Flow (vph) 160 89 1156 0 127 891
Turn Type Perm Prot
Protected Phases 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 9.0 21.0
Total Split (s) 28.0 28.0 57.0 0.0 25.0 82.0
Total Split (%) 25.5% 25.5% 51.8% 0.0% 22.7% 74.5%
Maximum Green (s) 23.0 23.0 52.0 20.0 77.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Recall Mode None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0
Act Effct Green (s) 15.7 15.7 68.3 14.0 86.3
Actuated g/C Ratio 0.14 0.14 0.62 0.13 0.78
v/c Ratio 0.64 0.30 0.55 0.57 0.32
Control Delay 48.6 11.8 5.1 54.6 4.1
Queue Delay 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
41: Westward Ho Drive & Adams Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 42
Lane Group WBL WBR NBT NBR SBL SBT
Total Delay 48.6 11.8 5.1 54.6 4.1
LOS D B A D A
Approach Delay 35.4 5.1 10.4
Approach LOS D A B
Queue Length 50th (ft) 108 9 45 86 76
Queue Length 95th (ft) 110 14 295 127 114
Internal Link Dist (ft) 5169 2196 2533
Turn Bay Length (ft) 150 100
Base Capacity (vph) 382 401 2119 334 2750
Starvation Cap Reductn 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0
Reduced v/c Ratio 0.42 0.22 0.55 0.38 0.32
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 74 (67%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.64
Intersection Signal Delay: 10.5 Intersection LOS: B
Intersection Capacity Utilization 52.9% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 41: Westward Ho Drive & Adams Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 43
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 350 150 250 150 100 0 50 0
Storage Lanes 2 1 2 1 1 1 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.91 1.00 0.97 0.91 1.00 0.95 0.95 1.00 1.00 1.00 1.00
Ped Bike Factor 0.98 0.97 0.97 0.97
Frt 0.850 0.850 0.850 0.871
Flt Protected 0.950 0.950 0.950 0.965 0.950
Satd. Flow (prot) 3400 5036 1568 3400 5036 1568 1665 1691 1568 1752 1558 0
Flt Permitted 0.950 0.950 0.950 0.965 0.950
Satd. Flow (perm) 3400 5036 1538 3400 5036 1517 1665 1691 1522 1752 1558 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 250 46 196 136
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1760 840 1007 753
Travel Time (s) 40.0 19.1 22.9 17.1
Volume (vph) 239 1582 362 252 1364 58 263 44 180 101 20 125
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 260 1720 393 274 1483 63 286 48 196 110 22 136
Lane Group Flow (vph) 260 1720 393 274 1483 63 163 171 196 110 158 0
Turn Type Prot Perm Prot Perm Split Perm Split
Protected Phases 7 4 3 8 2 2 1 1
Permitted Phases 4 8 2
Detector Phases 74438822211
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 9.0 21.0 21.0 9.0 9.0 9.0 9.0 9.0
Total Split (s) 18.0 51.0 51.0 18.0 51.0 51.0 23.0 23.0 23.0 18.0 18.0 0.0
Total Split (%) 16.4% 46.4% 46.4% 16.4% 46.4% 46.4% 20.9% 20.9% 20.9% 16.4% 16.4% 0.0%
Maximum Green (s) 13.0 46.0 46.0 13.0 46.0 46.0 18.0 18.0 18.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag Lag Lag Lag Lead Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None C-Max C-Max None None None None None None None None
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 13.4 52.3 52.3 13.4 52.3 52.3 16.1 16.1 16.1 12.1 12.1
Actuated g/C Ratio 0.12 0.48 0.48 0.12 0.48 0.48 0.15 0.15 0.15 0.11 0.11
v/c Ratio 0.62 0.72 0.46 0.66 0.62 0.08 0.67 0.69 0.50 0.57 0.54
Control Delay 70.8 10.4 1.8 36.0 35.2 17.4 57.5 58.8 10.5 57.9 18.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
42: SR-111 & Depot Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 44
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.8 10.4 1.8 36.0 35.2 17.4 57.5 58.8 10.5 57.9 18.1
LOS EBADDBEEBEB
Approach Delay 15.6 34.7 40.6 34.4
Approach LOS B C D C
Queue Length 50th (ft) 100 86 0 95 328 12 114 121 0 74 14
Queue Length 95th (ft) m129 171 m6 m107 m342 m18 187 195 63 132 77
Internal Link Dist (ft) 1680 760 927 673
Turn Bay Length (ft) 350 150 250 150 100 50
Base Capacity (vph) 439 2394 862 441 2395 746 288 292 425 223 317
Starvation Cap Reductn 00000000000
Spillback Cap Reductn 00000000000
Storage Cap Reductn 00000000000
Reduced v/c Ratio 0.59 0.72 0.46 0.62 0.62 0.08 0.57 0.59 0.46 0.49 0.50
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 85 (77%), Referenced to phase 4:EBT, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.72
Intersection Signal Delay: 26.2 Intersection LOS: C
Intersection Capacity Utilization 71.6% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 42: SR-111 & Depot Drive
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 45
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 100 0 100 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.99 1.00 1.00
Frt 0.850 0.920 0.995 0.996
Flt Protected 0.950 0.981 0.950 0.950
Satd. Flow (prot) 1752 1533 0 0 1643 0 1752 5005 0 1752 5011 0
Flt Permitted 0.706 0.903 0.950 0.950
Satd. Flow (perm) 1302 1533 0 0 1512 0 1752 5005 0 1752 5011 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 193 46 10 8
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 407 583 1328 1256
Travel Time (s) 9.3 13.3 30.2 28.5
Volume (vph) 3 0 19 26 1 38 23 1156 38 50 1229 34
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.70 0.70 0.70 0.83 0.83 0.83 0.96 0.96 0.96 0.82 0.82 0.82
Adj. Flow (vph) 4 0 27 31 1 46 24 1204 40 61 1499 41
Lane Group Flow (vph) 4 27 0 0 78 0 24 1244 0 61 1540 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 21.0 21.0 0.0 21.0 21.0 0.0 9.0 24.0 0.0 10.0 25.0 0.0
Total Split (%) 38.2% 38.2% 0.0% 38.2% 38.2% 0.0% 16.4% 43.6% 0.0% 18.2% 45.5% 0.0%
Maximum Green (s) 16.0 16.0 16.0 16.0 4.0 19.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.0 8.0 8.0 7.4 36.7 8.5 42.3
Actuated g/C Ratio 0.15 0.15 0.15 0.13 0.67 0.15 0.77
v/c Ratio 0.02 0.07 0.30 0.10 0.37 0.23 0.40
Control Delay 19.0 0.4 14.2 30.3 4.4 27.7 4.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
45: Pebble Beach Drive & Jefferson Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 46
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 19.0 0.4 14.2 30.3 4.4 27.7 4.3
LOS BA BCACA
Approach Delay 2.8 14.2 4.9 5.2
Approach LOS ABAA
Queue Length 50th (ft) 1 0 9 11 144 40 55
Queue Length 95th (ft) 6 0 34 m32 9 m56 148
Internal Link Dist (ft) 327 503 1248 1176
Turn Bay Length (ft) 100 100 100
Base Capacity (vph) 402 607 499 234 3345 270 3854
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.01 0.04 0.16 0.10 0.37 0.23 0.40
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 1 (2%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.40
Intersection Signal Delay: 5.3 Intersection LOS: A
Intersection Capacity Utilization 49.6% ICU Level of Service A
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 45: Pebble Beach Drive & Jefferson Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 47
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 575 250 550 475 0 0 0 0
Storage Lanes 1 1 1 1 0 1 0 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)000000000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 0 1752 1568 0 1752 1568
Flt Permitted 0.950 0.950 0.748 0.739
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 0 1380 1517 0 1363 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 29 9 39 10
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 4473 1886 727 469
Travel Time (s) 101.7 42.9 16.5 10.7
Volume (vph) 6 1970 35 38 1377 9 20 0 28 9 0 6
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.71 0.71 0.71 0.63 0.63 0.63
Adj. Flow (vph) 6 2096 37 39 1420 9 28 0 39 14 0 10
Lane Group Flow (vph) 6 2096 37 39 1420 9 0 28 39 0 14 10
Turn Type Prot Perm Prot Perm Perm Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2 2 2
Detector Phases 744388222222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 21.0 68.0 68.0 21.0 68.0 68.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (%) 19.1% 61.8% 61.8% 19.1% 61.8% 61.8% 19.1% 19.1% 19.1% 19.1% 19.1% 19.1%
Maximum Green (s) 16.0 63.0 63.0 16.0 63.0 63.0 16.0 16.0 16.0 16.0 16.0 16.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)000000000000
Act Effct Green (s) 6.9 76.8 76.8 8.6 82.6 82.6 17.0 17.0 17.0 17.0
Actuated g/C Ratio 0.06 0.70 0.70 0.08 0.75 0.75 0.15 0.15 0.15 0.15
v/c Ratio 0.05 0.86 0.04 0.29 0.54 0.01 0.13 0.15 0.07 0.04
Control Delay 49.2 18.8 3.3 57.2 9.5 1.7 42.0 14.1 40.8 20.5
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
48: SR-111 & Mountain Cove Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 48
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 49.2 18.8 3.3 57.2 9.5 1.7 42.0 14.1 40.8 20.5
LOS DBAEAA DB DC
Approach Delay 18.6 10.7 25.8 32.3
Approach LOS B B C C
Queue Length 50th (ft) 4 603 2 22 289 1 17 0 9 0
Queue Length 95th (ft) 18 #845 14 m39 537 m2 35 19 19 9
Internal Link Dist (ft) 4393 1806 647 389
Turn Bay Length (ft) 575 250 550 475
Base Capacity (vph) 271 2448 1045 271 2632 1117 213 267 211 243
Starvation Cap Reductn 000000 00 00
Spillback Cap Reductn 000000 00 00
Storage Cap Reductn 000000 00 00
Reduced v/c Ratio 0.02 0.86 0.04 0.14 0.54 0.01 0.13 0.15 0.07 0.04
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 0 (0%), Referenced to phase 2:NBSB and 6:, Start of Green, Master Intersection
Natural Cycle: 110
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.86
Intersection Signal Delay: 15.7 Intersection LOS: B
Intersection Capacity Utilization 91.1% ICU Level of Service F
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 48: SR-111 & Mountain Cove Drive
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 49
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 150 0 0 0 0 0
Storage Lanes 1 1 1 1 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 0.95 0.95 0.97 0.97
Frt 0.850 0.850 0.866 0.875
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3505 1568 1752 3505 1568 1752 1551 0 1752 1571 0
Flt Permitted 0.950 0.950 0.616 0.627
Satd. Flow (perm) 1752 3505 1484 1752 3505 1484 1136 1551 0 1157 1571 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 104 37 70 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1886 930 408 309
Travel Time (s) 42.9 21.1 9.3 7.0
Volume (vph) 80 1900 92 53 1241 34 89 8 65 70 16 80
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.84 0.84 0.84 0.93 0.93 0.93 0.70 0.70 0.70 0.89 0.89 0.89
Adj. Flow (vph) 95 2262 110 57 1334 37 127 11 93 79 18 90
Lane Group Flow (vph) 95 2262 110 57 1334 37 127 104 0 79 108 0
Turn Type Prot Perm Prot Perm Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 8 2 2
Detector Phases 74438822 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 16.0 79.0 79.0 9.0 72.0 72.0 22.0 22.0 0.0 22.0 22.0 0.0
Total Split (%) 14.5% 71.8% 71.8% 8.2% 65.5% 65.5% 20.0% 20.0% 0.0% 20.0% 20.0% 0.0%
Maximum Green (s) 11.0 74.0 74.0 4.0 67.0 67.0 17.0 17.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0000 00
Act Effct Green (s) 10.8 76.8 76.8 5.0 71.5 71.5 18.0 18.0 18.0 18.0
Actuated g/C Ratio 0.10 0.70 0.70 0.05 0.65 0.65 0.16 0.16 0.16 0.16
v/c Ratio 0.55 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Control Delay 70.3 9.8 0.2 67.1 12.3 2.8 63.1 19.4 40.5 9.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
51: SR-111 & Channel Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 50
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 70.3 9.8 0.2 67.1 12.3 2.8 63.1 19.4 40.5 9.1
LOS EAAEBAEB DA
Approach Delay 11.7 14.2 43.4 22.4
Approach LOS B B D C
Queue Length 50th (ft) 71 44 0 38 458 4 85 21 39 6
Queue Length 95th (ft) m88 50 m0 m36 m443 m3 114 44 m62 m15
Internal Link Dist (ft) 1806 850 328 229
Turn Bay Length (ft) 100 150
Base Capacity (vph) 191 2447 1068 80 2280 978 186 312 189 332
Starvation Cap Reductn 00000000 00
Spillback Cap Reductn 00000000 00
Storage Cap Reductn 00000000 00
Reduced v/c Ratio 0.50 0.92 0.10 0.71 0.59 0.04 0.68 0.33 0.42 0.33
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 43 (39%), Referenced to phase 2:NBSB and 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 14.7 Intersection LOS: B
Intersection Capacity Utilization 79.2% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 51: SR-111 & Channel Drive
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 51
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 225 125 200 0 100 50
Storage Lanes 1 0 1 1 1 0 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Ped Bike Factor 1.00 0.95 0.99 0.97
Frt 0.995 0.850 0.929 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 5003 0 1752 5036 1568 1752 1690 0 1752 1845 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 5003 0 1752 5036 1493 1752 1690 0 1752 1845 1523
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 8 88 45 36
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 2966 2635 2373 721
Travel Time (s) 67.4 59.9 53.9 16.4
Volume (vph) 93 1988 67 55 1253 98 63 68 62 98 109 28
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.87 0.87 0.87 0.88 0.88 0.88 0.78 0.78 0.78 0.78 0.78 0.78
Adj. Flow (vph) 107 2285 77 62 1424 111 81 87 79 126 140 36
Lane Group Flow (vph) 107 2362 0 62 1424 111 81 166 0 126 140 36
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 16.0 48.0 0.0 10.0 42.0 42.0 10.0 21.0 0.0 11.0 22.0 22.0
Total Split (%) 17.8% 53.3% 0.0% 11.1% 46.7% 46.7% 11.1% 23.3% 0.0% 12.2% 24.4% 24.4%
Maximum Green (s) 11.0 43.0 5.0 37.0 37.0 5.0 16.0 6.0 17.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 12.0 44.0 6.0 38.0 38.0 6.0 17.0 7.0 18.0 18.0
Actuated g/C Ratio 0.13 0.49 0.07 0.42 0.42 0.07 0.19 0.08 0.20 0.20
v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Control Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 43.0 34.5 57.9 22.9 5.9 71.8 28.3 103.8 34.7 11.2
LOS D C E C A E C F C B
Approach Delay 34.9 23.1 42.6 60.8
Approach LOS C C D E
Queue Length 50th (ft) 57 454 35 232 8 46 61 73 69 0
Queue Length 95th (ft) 105 #525 #82 274 36 #94 100 #146 106 19
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
53: Fred Waring Drive & Warner Trail 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 52
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Internal Link Dist (ft) 2886 2555 2293 641
Turn Bay Length (ft) 150 225 125 200 100 50
Base Capacity (vph) 234 2450 117 2126 681 117 356 136 369 333
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.46 0.96 0.53 0.67 0.16 0.69 0.47 0.93 0.38 0.11
Intersection Summary
Area Type: Other
Cycle Length: 90
Actuated Cycle Length: 90
Offset: 0 (0%), Referenced to phase 3:WBL and 8:WBT, Start of Green
Natural Cycle: 90
Control Type: Pretimed
Maximum v/c Ratio: 0.96
Intersection Signal Delay: 32.9 Intersection LOS: C
Intersection Capacity Utilization 75.4% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
Splits and Phases: 53: Fred Waring Drive & Warner Trail
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 53
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 0 0
Storage Lanes 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50
Trailing Detector (ft) 0 0 0 0
Turning Speed (mph) 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.95 1.00 1.00
Ped Bike Factor 0.98 0.99
Frt 0.916 0.949
Flt Protected 0.950 0.970
Satd. Flow (prot) 1752 3505 3144 0 1684 0
Flt Permitted 0.950 0.970
Satd. Flow (perm) 1752 3505 3144 0 1684 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 130 60
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 2121 4499 2373
Travel Time (s) 48.2 102.3 53.9
Volume (vph) 33 204 93 118 120 74
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.84 0.84 0.91 0.91 0.84 0.84
Adj. Flow (vph) 39 243 102 130 143 88
Lane Group Flow (vph) 39 243 232 0 231 0
Turn Type Prot
Protected Phases 7 4 8 6
Permitted Phases
Detector Phases 7 4 8 6
Minimum Initial (s) 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 21.0
Total Split (s) 10.0 33.0 23.0 0.0 22.0 0.0
Total Split (%) 18.2% 60.0% 41.8% 0.0% 40.0% 0.0%
Maximum Green (s) 5.0 28.0 18.0 17.0
Yellow Time (s) 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None Max None
Walk Time (s) 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 6.1 28.0 24.4 11.2
Actuated g/C Ratio 0.11 0.59 0.51 0.24
v/c Ratio 0.20 0.12 0.14 0.52
Control Delay 23.0 5.1 5.0 14.9
Queue Delay 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
54: Miles Avenue & Warner Trail 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 54
Lane Group EBL EBT WBT WBR SBL SBR
Total Delay 23.0 5.1 5.0 14.9
LOS C A A B
Approach Delay 7.6 5.0 14.9
Approach LOS A A B
Queue Length 50th (ft) 7 11 4 28
Queue Length 95th (ft) 32 29 30 81
Internal Link Dist (ft) 2041 4419 2293
Turn Bay Length (ft) 150
Base Capacity (vph) 199 2179 1678 607
Starvation Cap Reductn 0 0 0 0
Spillback Cap Reductn 0 0 0 0
Storage Cap Reductn 0 0 0 0
Reduced v/c Ratio 0.20 0.11 0.14 0.38
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 47.5
Natural Cycle: 55
Control Type: Semi Act-Uncoord
Maximum v/c Ratio: 0.52
Intersection Signal Delay: 9.0 Intersection LOS: A
Intersection Capacity Utilization 38.7% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 54: Miles Avenue & Warner Trail
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 55
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 150 0 150 150 150 0 150 0
Storage Lanes 1 0 1 1 1 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 0.91
Ped Bike Factor 0.97 0.97 1.00 1.00
Frt 0.850 0.850 0.997 0.999
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1517 0 1752 1845 1568 1752 5017 0 3400 5028 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 1517 0 1752 1845 1517 1752 5017 0 3400 5028 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 90 88 4 2
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 724 745 2303 1902
Travel Time (s) 16.5 16.9 52.3 43.2
Volume (vph) 20 0 15 30 1 325 9 2001 43 183 2263 21
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.64 0.64 0.64 0.84 0.84 0.84 0.97 0.97 0.97 0.93 0.93 0.93
Adj. Flow (vph) 31 0 23 36 1 387 9 2063 44 197 2433 23
Lane Group Flow (vph) 31 23 0 36 1 387 9 2107 0 197 2456 0
Turn Type Prot Prot Perm Prot Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8
Detector Phases 7 4 38852 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 9.0 30.0 0.0 10.0 31.0 31.0 9.0 58.0 0.0 12.0 61.0 0.0
Total Split (%) 8.2% 27.3% 0.0% 9.1% 28.2% 28.2% 8.2% 52.7% 0.0% 10.9% 55.5% 0.0%
Maximum Green (s) 4.0 25.0 5.0 26.0 26.0 4.0 53.0 7.0 56.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 5.0 21.2 12.0 25.7 25.7 5.6 57.8 9.2 69.1
Actuated g/C Ratio 0.05 0.19 0.11 0.23 0.23 0.05 0.53 0.08 0.63
v/c Ratio 0.39 0.06 0.19 0.00 0.92 0.10 0.80 0.69 0.78
Control Delay 65.2 0.3 48.3 31.0 59.6 67.7 10.3 59.9 12.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
55: Mountain View & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 56
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 65.2 0.3 48.3 31.0 59.6 67.7 10.3 59.9 12.7
LOS EA DCEEB EB
Approach Delay 37.6 58.6 10.6 16.2
Approach LOS D E B B
Queue Length 50th (ft) 22 0 17 1 210 7 215 67 624
Queue Length 95th (ft) 38 0 55 4 #334 m8 m209 m74 m696
Internal Link Dist (ft) 644 665 2223 1822
Turn Bay Length (ft) 150 150 150 150 150
Base Capacity (vph) 80 430 191 453 439 90 2636 284 3161
Starvation Cap Reductn 0 0 00000 00
Spillback Cap Reductn 0 0 00000 00
Storage Cap Reductn 0 0 00000 00
Reduced v/c Ratio 0.39 0.05 0.19 0.00 0.88 0.10 0.80 0.69 0.78
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 35 (32%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.92
Intersection Signal Delay: 17.6 Intersection LOS: B
Intersection Capacity Utilization 74.1% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 55: Mountain View & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 57
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 300 0 275 0
Storage Lanes 1 1 1 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.850 0.938 0.991 0.996
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 1845 1568 1752 1707 0 1752 4975 0 1752 5008 0
Flt Permitted 0.565 0.732 0.950 0.950
Satd. Flow (perm) 1042 1845 1517 1350 1707 0 1752 4975 0 1752 5008 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 231 28 14 6
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1273 347 1902 1097
Travel Time (s) 28.9 7.9 43.2 24.9
Volume (vph) 104 29 173 166 58 41 252 2033 128 74 2150 65
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.75 0.75 0.75 0.74 0.74 0.74 0.96 0.96 0.96 0.85 0.85 0.85
Adj. Flow (vph) 139 39 231 224 78 55 262 2118 133 87 2529 76
Lane Group Flow (vph) 139 39 231 224 133 0 262 2251 0 87 2605 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 1 6 5 2
Permitted Phases 4 4 4
Detector Phases 44444 16 52
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 24.0 24.0 24.0 24.0 24.0 0.0 22.0 65.0 0.0 21.0 64.0 0.0
Total Split (%) 21.8% 21.8% 21.8% 21.8% 21.8% 0.0% 20.0% 59.1% 0.0% 19.1% 58.2% 0.0%
Maximum Green (s) 19.0 19.0 19.0 19.0 19.0 17.0 60.0 16.0 59.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr)00000 00 00
Act Effct Green (s) 19.8 19.8 19.8 19.8 19.8 18.1 61.0 17.2 60.1
Actuated g/C Ratio 0.18 0.18 0.18 0.18 0.18 0.16 0.55 0.16 0.55
v/c Ratio 0.74 0.12 0.50 0.92 0.40 0.91 0.81 0.32 0.95
Control Delay 66.9 38.8 9.2 85.9 35.3 80.7 7.1 49.1 23.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
57: Ave of the States & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 58
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 66.9 38.8 9.2 85.9 35.3 80.7 7.1 49.1 23.2
LOS E D A F D F A D C
Approach Delay 31.6 67.0 14.8 24.0
Approach LOS C E B C
Queue Length 50th (ft) 94 23 0 157 65 199 97 47 674
Queue Length 95th (ft) 134 45 30 #217 97 m#274 106 m46 m608
Internal Link Dist (ft) 1193 267 1822 1017
Turn Bay Length (ft) 175 175 300 275
Base Capacity (vph) 189 335 465 245 333 288 2765 274 2738
Starvation Cap Reductn 00000 00 00
Spillback Cap Reductn 00000 00 00
Storage Cap Reductn 00000 00 00
Reduced v/c Ratio 0.74 0.12 0.50 0.91 0.40 0.91 0.81 0.32 0.95
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 71 (65%), Referenced to phase 6:NBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.95
Intersection Signal Delay: 23.2 Intersection LOS: C
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 57: Ave of the States & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 59
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 250 0 175 0 300 125 300 100
Storage Lanes 2 0 2 0 1 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 0.97 0.95 0.95 1.00 0.91 1.00 1.00 0.91 1.00
Ped Bike Factor 0.99 0.99 0.97 0.97
Frt 0.935 0.957 0.850 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3231 0 3400 3323 0 1752 5036 1568 1752 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3231 0 3400 3323 0 1752 5036 1517 1752 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 163 50 143 90
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1523 1701 1097 2644
Travel Time (s) 34.6 38.7 24.9 60.1
Volume (vph) 357 457 348 438 280 114 285 1686 290 181 1596 225
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.83 0.83 0.83 0.94 0.94 0.94 0.92 0.92 0.92 0.96 0.96 0.96
Adj. Flow (vph) 430 551 419 466 298 121 310 1833 315 189 1662 234
Lane Group Flow (vph) 430 970 0 466 419 0 310 1833 315 189 1662 234
Turn Type Prot Prot Prot Perm Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 2 6
Detector Phases 7 4 3 8 522166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0
Total Split (s) 25.0 30.0 0.0 21.0 26.0 0.0 22.0 43.0 43.0 16.0 37.0 37.0
Total Split (%) 22.7% 27.3% 0.0% 19.1% 23.6% 0.0% 20.0% 39.1% 39.1% 14.5% 33.6% 33.6%
Maximum Green (s) 20.0 25.0 16.0 21.0 17.0 38.0 38.0 11.0 32.0 32.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 26.0 17.0 24.1 18.0 39.0 39.0 12.0 33.0 33.0
Actuated g/C Ratio 0.17 0.24 0.15 0.22 0.16 0.35 0.35 0.11 0.30 0.30
v/c Ratio 0.74 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Control Delay 51.1 92.2 65.7 37.0 102.3 52.4 13.8 109.0 71.5 5.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
59: 42nd Avenue & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 60
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 51.1 92.2 65.7 37.0 102.3 52.4 13.8 109.0 71.5 5.6
LOS D F E D F D B F E A
Approach Delay 79.6 52.1 53.8 67.5
Approach LOS E D D E
Queue Length 50th (ft) 148 ~358 168 123 ~238 ~515 134 123 ~473 6
Queue Length 95th (ft) 181 #420 #257 178 m#356 #616 m167 m#192 #573 m30
Internal Link Dist (ft) 1443 1621 1017 2564
Turn Bay Length (ft) 250 175 300 125 300 100
Base Capacity (vph) 649 888 525 767 287 1785 630 191 1511 518
Starvation Cap Reductn 0 0 0 0 000000
Spillback Cap Reductn 0 0 0 0 000000
Storage Cap Reductn 0 0 0 0 000000
Reduced v/c Ratio 0.66 1.09 0.89 0.55 1.08 1.03 0.50 0.99 1.10 0.45
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 27 (25%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.10
Intersection Signal Delay: 63.0 Intersection LOS: E
Intersection Capacity Utilization 96.7% ICU Level of Service F
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 59: 42nd Avenue & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
62: 41st Avenue & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 61
Lane Group WBL WBR NBT NBR SBL SBT
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 0 0 75
Storage Lanes 1 0 0 1
Turning Speed (mph) 15 9 9 15
Lane Util. Factor 1.00 1.00 0.91 0.91 1.00 0.91
Ped Bike Factor
Frt 0.888 0.995
Flt Protected 0.991 0.950
Satd. Flow (prot) 1623 0 5011 0 1752 5036
Flt Permitted 0.991 0.950
Satd. Flow (perm) 1623 0 5011 0 1752 5036
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30
Link Distance (ft) 1565 2644 1877
Travel Time (s) 35.6 60.1 42.7
Volume (vph) 16 78 1893 63 49 2067
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.74 0.74 0.90 0.90 0.89 0.89
Adj. Flow (vph) 22 105 2103 70 55 2322
Lane Group Flow (vph) 127 0 2173 0 55 2322
Sign Control Stop Free Free
Intersection Summary
Area Type: Other
Control Type: Unsignalized
Intersection Capacity Utilization 55.9% ICU Level of Service B
Analysis Period (min) 15
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 62
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 0 0 0 150 0 150 0
Storage Lanes 1 0 0 0 1 0 1 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.97 0.99 1.00 1.00
Frt 0.854 0.962 0.998 0.997
Flt Protected 0.950 0.970 0.950 0.950
Satd. Flow (prot) 1752 1526 0 0 1706 0 1752 5022 0 1752 5016 0
Flt Permitted 0.756 0.499 0.950 0.950
Satd. Flow (perm) 1395 1526 0 0 878 0 1752 5022 0 1752 5016 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 271 14 2 3
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 671 359 1877 715
Travel Time (s) 15.3 8.2 42.7 16.3
Volume (vph) 43 9 362 26 4 12 126 1756 26 34 1727 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.88 0.88 0.88 0.84 0.84 0.84 0.95 0.95 0.95 0.93 0.93 0.93
Adj. Flow (vph) 49 10 411 31 5 14 133 1848 27 37 1857 35
Lane Group Flow (vph) 49 421 0 0 50 0 133 1875 0 37 1892 0
Turn Type Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 2 6
Detector Phases 4 4 4 4 5 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 35.0 35.0 0.0 35.0 35.0 0.0 21.0 54.0 0.0 21.0 54.0 0.0
Total Split (%) 31.8% 31.8% 0.0% 31.8% 31.8% 0.0% 19.1% 49.1% 0.0% 19.1% 49.1% 0.0%
Maximum Green (s) 30.0 30.0 30.0 30.0 16.0 49.0 16.0 49.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None Max C-Max Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 18.9 18.9 18.9 29.1 50.0 29.1 50.0
Actuated g/C Ratio 0.17 0.17 0.17 0.26 0.45 0.26 0.45
v/c Ratio 0.21 0.87 0.31 0.29 0.82 0.08 0.83
Control Delay 36.8 32.6 32.1 60.7 10.7 44.9 10.9
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
64: Harris Lane & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 63
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 36.8 32.6 32.1 60.7 10.7 44.9 10.9
LOS D C C E B D B
Approach Delay 33.0 32.1 14.0 11.6
Approach LOS C C B B
Queue Length 50th (ft) 30 107 22 100 155 25 96
Queue Length 95th (ft) 55 194 47 m112 m247 m30 m127
Internal Link Dist (ft) 591 279 1797 635
Turn Bay Length (ft) 100 150 150
Base Capacity (vph) 393 625 257 464 2284 464 2282
Starvation Cap Reductn 0 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0 0
Reduced v/c Ratio 0.12 0.67 0.19 0.29 0.82 0.08 0.83
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 17 (15%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.87
Intersection Signal Delay: 15.1 Intersection LOS: B
Intersection Capacity Utilization 76.4% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 64: Harris Lane & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 64
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 0 125 225 150 0 200 200
Storage Lanes 2 0 1 1 2 0 2 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.97 0.95 0.95 1.00 0.95 1.00 0.97 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.99 0.97 1.00 0.97
Frt 0.959 0.850 0.996 0.850
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 3400 3332 0 1752 3505 1568 3400 5012 0 3400 5036 1568
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 3400 3332 0 1752 3505 1517 3400 5012 0 3400 5036 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 46 163 4 507
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 328 351 715 811
Travel Time (s) 7.5 8.0 16.3 18.4
Volume (vph) 741 529 196 89 290 260 305 1387 34 255 1558 765
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.91 0.91 0.91 0.88 0.88 0.88 0.94 0.94 0.94 0.92 0.92 0.92
Adj. Flow (vph) 814 581 215 101 330 295 324 1476 36 277 1693 832
Lane Group Flow (vph) 814 796 0 101 330 295 324 1512 0 277 1693 832
Turn Type Prot Prot Perm Prot Prot Perm
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 6
Detector Phases 7 4 38852 166
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0 21.0
Total Split (s) 31.0 31.0 0.0 21.0 21.0 21.0 15.0 43.0 0.0 15.0 43.0 43.0
Total Split (%) 28.2% 28.2% 0.0% 19.1% 19.1% 19.1% 13.6% 39.1% 0.0% 13.6% 39.1% 39.1%
Maximum Green (s) 26.0 26.0 16.0 16.0 16.0 10.0 38.0 10.0 38.0 38.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lead Lag Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 0
Act Effct Green (s) 27.0 30.3 12.5 15.8 15.8 12.1 39.8 11.5 39.2 39.2
Actuated g/C Ratio 0.25 0.28 0.11 0.14 0.14 0.11 0.36 0.10 0.36 0.36
v/c Ratio 0.97 0.84 0.51 0.66 0.83 0.87 0.83 0.78 0.94 0.96
Control Delay 67.4 44.8 54.1 51.0 39.9 72.7 36.2 67.0 41.1 31.3
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
66: Country Club Drive & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 65
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 67.4 44.8 54.1 51.0 39.9 72.7 36.2 67.0 41.1 31.3
LOS ED DDDED EDC
Approach Delay 56.2 46.9 42.7 40.7
Approach LOS E D D D
Queue Length 50th (ft) 294 260 68 115 91 127 215 103 377 100
Queue Length 95th (ft) #422 #398 115 160 #214 m#177 274 m#143 m#433 m#438
Internal Link Dist (ft) 248 271 635 731
Turn Bay Length (ft) 175 125 225 150 200 200
Base Capacity (vph) 835 951 271 542 372 373 1815 354 1792 866
Starvation Cap Reductn 0 0 00000 000
Spillback Cap Reductn 0 0 00000 000
Storage Cap Reductn 0 0 00000 000
Reduced v/c Ratio 0.97 0.84 0.37 0.61 0.79 0.87 0.83 0.78 0.94 0.96
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 15 (14%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 100
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.97
Intersection Signal Delay: 45.5 Intersection LOS: D
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 66: Country Club Drive & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 66
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 175 175 0 0 0 0 150 0
Storage Lanes 1 2 0 0 0 0 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 0.95 0.95 0.88 1.00 1.00 1.00 1.00 0.91 0.91 0.97 0.91 1.00
Ped Bike Factor 0.98 0.99
Frt 0.850 0.967
Flt Protected 0.950 0.950 0.950
Satd. Flow (prot) 1665 1665 2760 00004835 0 3400 5036 0
Flt Permitted 0.950 0.950 0.950
Satd. Flow (perm) 1665 1665 2698 00004835 0 3400 5036 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 71 88
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 503 681 811 556
Travel Time (s) 11.4 15.5 18.4 12.6
Volume (vph) 421 0 749 00001709 485 405 1438 0
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.93 0.93 0.93 0.92 0.92 0.92 0.85 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 453 0 805 00001762 500 440 1563 0
Lane Group Flow (vph) 227 226 805 00002262 0 440 1563 0
Turn Type Split Perm Prot
Protected Phases 4 4 2 1 6
Permitted Phases 4
Detector Phases 4 4 4 2 1 6
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 21.0
Total Split (s) 35.0 35.0 35.0 0.0 0.0 0.0 0.0 56.0 0.0 19.0 75.0 0.0
Total Split (%) 31.8% 31.8% 31.8% 0.0% 0.0% 0.0% 0.0% 50.9% 0.0% 17.3% 68.2% 0.0%
Maximum Green (s) 30.0 30.0 30.0 51.0 14.0 70.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None C-Max
Walk Time (s) 5.0 5.0
Flash Dont Walk (s) 11.0 11.0
Pedestrian Calls (#/hr) 0 0
Act Effct Green (s) 31.0 31.0 31.0 52.0 15.0 71.0
Actuated g/C Ratio 0.28 0.28 0.28 0.47 0.14 0.65
v/c Ratio 0.48 0.48 0.99 0.97 0.95 0.48
Control Delay 37.0 37.0 66.4 23.9 57.6 3.9
Queue Delay 0.9 0.9 0.0 0.3 0.0 0.4
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
69: I-10 EB Off-Ramp & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 67
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 37.9 37.9 66.4 24.2 57.6 4.4
LOS D D E C E A
Approach Delay 56.2 24.2 16.1
Approach LOS E C B
Queue Length 50th (ft) 140 140 299 479 151 48
Queue Length 95th (ft) 221 220 #448 m#645 m124 m41
Internal Link Dist (ft) 423 601 731 476
Turn Bay Length (ft) 175 175 150
Base Capacity (vph) 469 469 811 2332 464 3251
Starvation Cap Reductn 0 0 0 0 0 1020
Spillback Cap Reductn 83 83 0 6 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.59 0.59 0.99 0.97 0.95 0.70
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 23 (21%), Referenced to phase 6:SBT, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.99
Intersection Signal Delay: 28.5 Intersection LOS: C
Intersection Capacity Utilization 84.0% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 69: I-10 EB Off-Ramp & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 68
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 200 0 275 275 200 0 125 0
Storage Lanes 1 0 2 1 2 1 2 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.95 0.95 0.97 0.91 0.91 0.97 0.91 1.00 0.97 0.91 0.91
Ped Bike Factor 0.97 1.00 0.97 0.97 0.99
Frt 0.882 0.985 0.850 0.850 0.972
Flt Protected 0.950 0.950 0.950 0.950
Satd. Flow (prot) 1752 3013 0 3400 3296 1427 3400 5036 1568 3400 4866 0
Flt Permitted 0.950 0.950 0.950 0.950
Satd. Flow (perm) 1752 3013 0 3400 3296 1381 3400 5036 1517 3400 4866 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 344 12 193 487 41
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 441 793 556 2019
Travel Time (s) 10.0 18.0 12.6 45.9
Volume (vph) 42 188 684 735 356 237 851 884 906 215 727 165
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.67 0.67 0.67 0.86 0.86 0.86 0.97 0.97 0.97 0.92 0.92 0.92
Adj. Flow (vph) 63 281 1021 855 414 276 877 911 934 234 790 179
Lane Group Flow (vph) 63 1302 0 855 459 231 877 911 934 234 969 0
Turn Type Prot Prot Perm Prot Perm Prot
Protected Phases 7 4 3 8 5 2 1 6
Permitted Phases 8 2
Detector Phases 7 4 38852216
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 9.0 21.0 21.0 9.0 21.0 21.0 9.0 21.0
Total Split (s) 13.0 34.0 0.0 25.0 46.0 46.0 26.0 41.0 41.0 10.0 25.0 0.0
Total Split (%) 11.8% 30.9% 0.0% 22.7% 41.8% 41.8% 23.6% 37.3% 37.3% 9.1% 22.7% 0.0%
Maximum Green (s) 8.0 29.0 20.0 41.0 41.0 21.0 36.0 36.0 5.0 20.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0
Act Effct Green (s) 8.5 30.0 21.0 44.6 44.6 22.0 37.0 37.0 6.0 21.0
Actuated g/C Ratio 0.08 0.27 0.19 0.41 0.41 0.20 0.34 0.34 0.05 0.19
v/c Ratio 0.47 1.54dr 1.32 0.34 0.34 1.29 0.54 1.12 1.26 1.01
Control Delay 60.0 132.4 184.3 26.0 8.0 169.1 27.4 89.3 197.6 73.7
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 24.9 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
72: Varner Road & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 69
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 60.0 132.4 184.3 26.0 8.0 169.1 27.4 114.3 197.6 73.7
LOS EF FCAFCFFE
Approach Delay 129.1 110.9 102.8 97.8
Approach LOS FFFF
Queue Length 50th (ft) 43 ~496 ~403 133 20 ~404 207 ~534 ~107 ~246
Queue Length 95th (ft) 64 #336 m#480 m151 m43 m#468 m226 m#651 #187 #345
Internal Link Dist (ft) 361 713 476 1939
Turn Bay Length (ft) 200 275 275 200 125
Base Capacity (vph) 143 1072 649 1345 675 680 1694 833 185 962
Starvation Cap Reductn 0 0 000004100
Spillback Cap Reductn 0 0 00000000
Storage Cap Reductn 0 0 00000000
Reduced v/c Ratio 0.44 1.21 1.32 0.34 0.34 1.29 0.54 1.18 1.26 1.01
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 9 (8%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 120
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 1.32
Intersection Signal Delay: 109.0 Intersection LOS: F
Intersection Capacity Utilization 104.6% ICU Level of Service G
Analysis Period (min) 15
~ Volume exceeds capacity, queue is theoretically infinite.
Queue shown is maximum after two cycles.
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
Splits and Phases: 72: Varner Road & Washington Street
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 70
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 0 200 0 150 0 0
Storage Lanes 1 2 2100
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50
Trailing Detector (ft) 0 00000
Turning Speed (mph) 9 9 15 15 9 15 9
Lane Util. Factor 0.91 1.00 1.00 0.97 0.95 0.97 1.00 1.00 1.00
Ped Bike Factor 0.97 0.97
Frt 0.850 0.850
Flt Protected 0.950 0.950
Satd. Flow (prot) 5036 0 1568 3400 3505 3400 1568 0 0
Flt Permitted 0.950 0.950
Satd. Flow (perm) 5036 0 1517 3400 3505 3400 1517 0 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 379 93
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 793 871 1130 947
Travel Time (s) 18.0 19.8 25.7 21.5
Volume (vph) 959 0 368 94 827 1504 129 0 0
Confl. Peds. (#/hr) 10 10
Peak Hour Factor 0.97 0.97 0.97 0.91 0.91 0.86 0.86 0.92 0.92
Adj. Flow (vph) 989 0 379 103 909 1749 150 0 0
Lane Group Flow (vph) 989 0 379 103 909 1749 150 0 0
Turn Type Perm Prot Perm
Protected Phases 4 3 8 2
Permitted Phases 4 2
Detector Phases 4 43822
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 9.0 21.0 21.0 21.0
Total Split (s) 31.0 0.0 31.0 10.0 41.0 69.0 69.0 0.0 0.0
Total Split (%) 28.2% 0.0% 28.2% 9.1% 37.3% 62.7% 62.7% 0.0% 0.0%
Maximum Green (s) 26.0 26.0 5.0 36.0 64.0 64.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lag Lag Lead
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode C-Max C-Max None C-Max None None
Walk Time (s) 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0
Act Effct Green (s) 28.8 28.8 6.8 39.5 62.5 62.5
Actuated g/C Ratio 0.26 0.26 0.06 0.36 0.57 0.57
v/c Ratio 0.75 0.56 0.49 0.72 0.91 0.17
Control Delay 28.2 3.6 58.8 35.2 28.9 4.6
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
75: Varner Road & I-10 WB Off-Ramp 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 71
Lane Group EBT EBR EBR2 WBL WBT NBL NBR NEL NER
Total Delay 28.2 3.6 58.8 35.2 28.9 4.6
LOS C A E D C A
Approach Delay 21.4 37.6 26.9
Approach LOS C D C
Queue Length 50th (ft) 230 24 37 300 503 16
Queue Length 95th (ft) m189 m14 66 379 561 40
Internal Link Dist (ft) 713 791 1050 867
Turn Bay Length (ft) 200 150
Base Capacity (vph) 1317 676 209 1259 2009 934
Starvation Cap Reductn 0 00000
Spillback Cap Reductn 0 00000
Storage Cap Reductn 0 00000
Reduced v/c Ratio 0.75 0.56 0.49 0.72 0.87 0.16
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 21 (19%), Referenced to phase 4:EBT and 8:WBT, Start of Green
Natural Cycle: 75
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 27.7 Intersection LOS: C
Intersection Capacity Utilization 74.8% ICU Level of Service D
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 75: Varner Road & I-10 WB Off-Ramp
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 72
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 100 100 125 0 0 0 50 50
Storage Lanes 1 1 1 0 0 1 1 1
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 000000
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 1.00 1.00 1.00 0.95 0.95 1.00
Ped Bike Factor 0.95 1.00 0.97
Frt 0.850 0.993 0.850
Flt Protected 0.950 0.950 0.955 0.950 0.950
Satd. Flow (prot) 1752 5036 1568 1752 4987 0 0 1762 1845 1665 1665 1568
Flt Permitted 0.950 0.950 0.955 0.950 0.950
Satd. Flow (perm) 1752 5036 1484 1752 4987 0 0 1762 1845 1665 1665 1517
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 20 9 40
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1603 1835 347 441
Travel Time (s) 36.4 41.7 7.9 10.0
Volume (vph) 31 1474 35 6 1283 67 20 1 0 216 0 36
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.79 0.79 0.79 0.99 0.99 0.99 0.58 0.58 0.58 0.77 0.77 0.77
Adj. Flow (vph) 39 1866 44 6 1296 68 34 2 0 281 0 47
Lane Group Flow (vph) 39 1866 44 6 1364 0 0 36 0 141 140 47
Turn Type Prot Perm Prot Split Perm Split Perm
Protected Phases 7 4 3 8 5 5 2 2
Permitted Phases 4 5 2
Detector Phases 74438 555222
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 11.0 55.0 55.0 10.0 54.0 0.0 22.0 22.0 22.0 23.0 23.0 23.0
Total Split (%) 10.0% 50.0% 50.0% 9.1% 49.1% 0.0% 20.0% 20.0% 20.0% 20.9% 20.9% 20.9%
Maximum Green (s) 6.0 50.0 50.0 5.0 49.0 17.0 17.0 17.0 18.0 18.0 18.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None Max Max Max Max Max Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 000000
Act Effct Green (s) 6.9 58.1 58.1 6.0 53.5 18.0 19.9 19.9 19.9
Actuated g/C Ratio 0.06 0.53 0.53 0.05 0.49 0.16 0.18 0.18 0.18
v/c Ratio 0.35 0.70 0.06 0.06 0.56 0.12 0.47 0.46 0.15
Control Delay 73.5 5.1 0.6 50.8 21.5 40.7 46.7 46.6 16.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
80: Fred Waring Drive & Palm Royale Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 73
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Total Delay 73.5 5.1 0.6 50.8 21.5 40.7 46.7 46.6 16.1
LOS E A A D C D D D B
Approach Delay 6.4 21.6 40.7 42.3
Approach LOS A C D D
Queue Length 50th (ft) 26 24 0 4 256 22 95 94 4
Queue Length 95th (ft) m27 m347 m2 18 304 33 136 135 28
Internal Link Dist (ft) 1523 1755 267 361
Turn Bay Length (ft) 100 100 125 50 50
Base Capacity (vph) 111 2659 793 96 2429 288 302 302 307
Starvation Cap Reductn 00000 0 000
Spillback Cap Reductn 00000 0 000
Storage Cap Reductn 00000 0 000
Reduced v/c Ratio 0.35 0.70 0.06 0.06 0.56 0.13 0.47 0.46 0.15
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 28 (25%), Referenced to phase 6:, Start of Green
Natural Cycle: 90
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.70
Intersection Signal Delay: 15.6 Intersection LOS: B
Intersection Capacity Utilization 65.1% ICU Level of Service C
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 80: Fred Waring Drive & Palm Royale Drive
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 74
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 325 200 500 0 0 0 0 0
Storage Lanes 1 1 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft)00000 00 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 0.97 1.00 0.98 0.99
Frt 0.850 0.990 0.924 0.937
Flt Protected 0.950 0.950 0.981 0.982
Satd. Flow (prot) 1752 5036 1568 1752 4975 0 0 3125 0 0 3181 0
Flt Permitted 0.950 0.950 0.761 0.687
Satd. Flow (perm) 1752 5036 1517 1752 4975 0 0 2424 0 0 2226 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 77 17 149 72
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1018 1285 1032 476
Travel Time (s) 23.1 29.2 23.5 10.8
Volume (vph) 67 1808 85 152 1379 97 99 29 133 55 34 64
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.98 0.98 0.98 0.89 0.89 0.89 0.89 0.89 0.89
Adj. Flow (vph) 73 1965 92 155 1407 99 111 33 149 62 38 72
Lane Group Flow (vph) 73 1965 92 155 1506 0 0 293 0 0 172 0
Turn Type Prot Perm Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 4 2 2
Detector Phases 74438 22 22
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 21.0 21.0 9.0 21.0 21.0 21.0 21.0 21.0
Total Split (s) 18.0 60.0 60.0 26.0 68.0 0.0 24.0 24.0 0.0 24.0 24.0 0.0
Total Split (%) 16.4% 54.5% 54.5% 23.6% 61.8% 0.0% 21.8% 21.8% 0.0% 21.8% 21.8% 0.0%
Maximum Green (s) 13.0 55.0 55.0 21.0 63.0 19.0 19.0 19.0 19.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None Max Max None Max C-Max C-Max C-Max C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 10.6 62.9 62.9 15.1 69.6 20.0 20.0
Actuated g/C Ratio 0.10 0.57 0.57 0.14 0.63 0.18 0.18
v/c Ratio 0.43 0.68 0.10 0.64 0.48 0.52 0.37
Control Delay 60.5 13.3 2.4 64.7 7.1 23.2 25.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
83: SR-111 & La Quinta Center 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 75
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 60.5 13.3 2.4 64.7 7.1 23.2 25.2
LOS EBAEA C C
Approach Delay 14.5 12.5 23.2 25.2
Approach LOS B B C C
Queue Length 50th (ft) 52 345 7 84 334 46 32
Queue Length 95th (ft) m67 394 m15 m109 374 90 64
Internal Link Dist (ft) 938 1205 952 396
Turn Bay Length (ft) 325 200 500
Base Capacity (vph) 223 2880 900 350 3152 563 464
Starvation Cap Reductn 00000 0 0
Spillback Cap Reductn 00000 0 0
Storage Cap Reductn 00000 0 0
Reduced v/c Ratio 0.33 0.68 0.10 0.44 0.48 0.52 0.37
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 62 (56%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 60
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.68
Intersection Signal Delay: 14.7 Intersection LOS: B
Intersection Capacity Utilization 83.4% ICU Level of Service E
Analysis Period (min) 15
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 83: SR-111 & La Quinta Center
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 76
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Storage Length (ft) 425 0 475 0 0 0 0 0
Storage Lanes 1 0 1 0 0 0 0 0
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 0 0 0 0 0 0
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 0.91 0.91 1.00 0.91 0.91 0.95 0.95 0.95 0.95 0.95 0.95
Ped Bike Factor 1.00 1.00 0.99 1.00
Frt 0.993 0.991 0.938 0.983
Flt Protected 0.950 0.950 0.978 0.962
Satd. Flow (prot) 1752 4996 0 1752 4984 0 0 3184 0 0 3306 0
Flt Permitted 0.950 0.950 0.685 0.650
Satd. Flow (perm) 1752 4996 0 1752 4984 0 0 2230 0 0 2234 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 17 20 129 23
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 1266 1018 562 414
Travel Time (s) 28.8 23.1 12.8 9.4
Volume (vph) 103 1633 78 89 1348 82 111 34 103 235 33 33
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.94 0.94 0.94 0.97 0.97 0.97 0.80 0.80 0.80 0.85 0.85 0.85
Adj. Flow (vph) 110 1737 83 92 1390 85 139 42 129 276 39 39
Lane Group Flow (vph) 110 1820 0 92 1475 0 0 310 0 0 354 0
Turn Type Prot Prot Perm Perm
Protected Phases 7 4 3 8 2 2
Permitted Phases 2 2
Detector Phases 7 4 3 8 2 2 2 2
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 9.0 9.0 9.0 21.0 9.0 9.0 9.0 9.0
Total Split (s) 11.0 28.0 0.0 9.0 26.0 0.0 18.0 18.0 0.0 18.0 18.0 0.0
Total Split (%) 20.0% 50.9% 0.0% 16.4% 47.3% 0.0% 32.7% 32.7% 0.0% 32.7% 32.7% 0.0%
Maximum Green (s) 6.0 23.0 4.0 21.0 13.0 13.0 13.0 13.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None C-Max C-Max C-Max C-Max
Walk Time (s) 5.0
Flash Dont Walk (s) 11.0
Pedestrian Calls (#/hr) 0
Act Effct Green (s) 6.9 25.3 5.0 23.7 14.5 14.5
Actuated g/C Ratio 0.13 0.46 0.09 0.43 0.26 0.26
v/c Ratio 0.50 0.79 0.58 0.68 0.45 0.95dl
Control Delay 36.9 10.6 53.0 10.9 12.4 21.2
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
85: SR-111 & Simon Drive 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 77
Lane Group SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR
Total Delay 36.9 10.6 53.0 10.9 12.4 21.2
LOS DB DB B C
Approach Delay 12.1 13.4 12.4 21.2
Approach LOS B B B C
Queue Length 50th (ft) 65 211 61 101 25 50
Queue Length 95th (ft) m73 m245 #110 185 45 80
Internal Link Dist (ft) 1186 938 482 334
Turn Bay Length (ft) 425 475
Base Capacity (vph) 223 2304 159 2156 685 608
Starvation Cap Reductn 0 0 0 0 0 0
Spillback Cap Reductn 0 0 0 0 0 0
Storage Cap Reductn 0 0 0 0 0 0
Reduced v/c Ratio 0.49 0.79 0.58 0.68 0.45 0.58
Intersection Summary
Area Type: Other
Cycle Length: 55
Actuated Cycle Length: 55
Offset: 43 (78%), Referenced to phase 2:NESW and 6:, Start of Green
Natural Cycle: 40
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.79
Intersection Signal Delay: 13.4 Intersection LOS: B
Intersection Capacity Utilization 78.3% ICU Level of Service D
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
dl Defacto Left Lane. Recode with 1 though lane as a left lane.
Splits and Phases: 85: SR-111 & Simon Drive
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 78
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Leading Detector (ft) 50 50 50 50 50 50 50 50 50
Trailing Detector (ft) 0 0 00000 00
Turning Speed (mph) 15 9 15 9 15 9 15 9
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.91 0.91 1.00 0.91 0.91
Ped Bike Factor 0.98 0.97 1.00 1.00
Frt 0.920 0.850 0.999 0.991
Flt Protected 0.985 0.964 0.950 0.950
Satd. Flow (prot) 0 1640 0 0 1778 1568 1752 5029 0 1752 4981 0
Flt Permitted 0.802 0.482 0.950 0.950
Satd. Flow (perm) 0 1335 0 0 889 1517 1752 5029 0 1752 4981 0
Right Turn on Red Yes Yes Yes Yes
Satd. Flow (RTOR) 69 289 1 12
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Link Speed (mph) 30 30 30 30
Link Distance (ft) 699 313 671 2114
Travel Time (s) 15.9 7.1 15.3 48.0
Volume (vph) 105 39 210 105 34 325 94 1548 14 243 1865 114
Confl. Peds. (#/hr) 10 10 10 10
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Adj. Flow (vph) 114 42 228 114 37 353 102 1683 15 264 2027 124
Lane Group Flow (vph) 0 384 0 0 151 353 102 1698 0 264 2151 0
Turn Type Perm Perm Perm Prot Prot
Protected Phases 4 4 5 2 1 6
Permitted Phases 4 4 4
Detector Phases 4 4 44452 16
Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
Minimum Split (s) 21.0 21.0 21.0 21.0 21.0 9.0 21.0 9.0 21.0
Total Split (s) 38.0 38.0 0.0 38.0 38.0 38.0 13.0 47.0 0.0 25.0 59.0 0.0
Total Split (%) 34.5% 34.5% 0.0% 34.5% 34.5% 34.5% 11.8% 42.7% 0.0% 22.7% 53.6% 0.0%
Maximum Green (s) 33.0 33.0 33.0 33.0 33.0 8.0 42.0 20.0 54.0
Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0
All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0
Lead/Lag Lead Lag Lead Lag
Lead-Lag Optimize?
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Recall Mode None None None None None None C-Max None C-Max
Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0
Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0 0 0 0 0
Act Effct Green (s) 30.7 30.7 30.7 9.4 47.3 20.0 57.9
Actuated g/C Ratio 0.28 0.28 0.28 0.09 0.43 0.18 0.53
v/c Ratio 0.91 0.61 0.56 0.68 0.78 0.83 0.82
Control Delay 50.6 44.8 10.2 57.2 21.9 82.8 9.1
Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Total Delay 50.6 44.8 10.2 57.2 21.9 82.8 9.1
LOS D D B E C F A
Build 2015 Alternative 3 Wash NB Thrus PM Peak Hour
94: Channel Drive & Washington Street 6/7/2010
Build 2015 Alternative 3 Peak Hour Synchro 6 Report
VRPA Technologies Page 79
Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Approach Delay 50.6 20.6 23.9 17.2
Approach LOS D C C B
Queue Length 50th (ft) 223 89 33 58 398 197 104
Queue Length 95th (ft) #382 160 116 m71 m426 m244 126
Internal Link Dist (ft) 619 233 591 2034
Turn Bay Length (ft)
Base Capacity (vph) 460 275 669 151 2165 334 2627
Starvation Cap Reductn 0 0000 00
Spillback Cap Reductn 0 0000 00
Storage Cap Reductn 0 0000 00
Reduced v/c Ratio 0.83 0.55 0.53 0.68 0.78 0.79 0.82
Intersection Summary
Area Type: Other
Cycle Length: 110
Actuated Cycle Length: 110
Offset: 42 (38%), Referenced to phase 2:NBT and 6:SBT, Start of Green
Natural Cycle: 65
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.91
Intersection Signal Delay: 22.4 Intersection LOS: C
Intersection Capacity Utilization 82.8% ICU Level of Service E
Analysis Period (min) 15
# 95th percentile volume exceeds capacity, queue may be longer.
Queue shown is maximum after two cycles.
m Volume for 95th percentile queue is metered by upstream signal.
Splits and Phases: 94: Channel Drive & Washington Street
Washington Street & Highway 111 TSM/TDM Corridor Study
Appendix
E-1
Appendix E
Segment LOS Capacities
Roadway
Classification
Number of
Lanes LOS C LOS D LOS E
Collector 2 10,400 11,700 13,000
Secondary 4 20,700 23,300 25,900
Major 4 27,300 30,700 34,100
Arterial 2 14,400 16,200 18,000
Arterial 4 28,700 32,300 35,900
Mountain Arterial (3) 2 12,900 14,500 16,100
Mountain Arterial 3 16,700 18,800 20,900
Mountain Arterial 4 29,800 33,500 37,200
Urban Arterial 4 28,700 32,300 35,900
Urban Arterial 6 43,100 48,500 53,900
Urban Arterial 8 57,400 64,600 71,800
Expressway (4) 4 32,700 36,800 40,900
Expressway (4) 6 49,000 55,200 61,300
Expressway (4) 8 65,400 73,500 81,700
Freeway 4 61,200 68,900 76,500
Freeway 6 94,000 105,800 117,500
Freeway 8 128,400 144,500 160,500
Freeway 10 160,500 180,500 200,600
Notes:
(4) There are currently no roadways in Riverside County that match this category, but capacity
values are needed for future conditions analysis.
(2) Maximum two-way ADT values are based on the 1999 Modified Highway Capacity Manual
Level of Service Tables as defined in the Riverside County Congestion Management Program.
Maximum Two-Way
Average Daily Traffic (ADT)(2)
Riverside County Integrated Plan
Roadway Capacity / Level of Service (1)
2/28/2002
(1) All Capacity figures are based on optimum conditions and are intended as guidelines for
planning purposes only.
(3) Level two-lane and four-lane arterials are analyzed as arterials.
Washington Street & Highway 111 TSM/TDM Corridor Study
Appendix
F-1
Appendix F
Aerial Locations
Other Intersection Improvements
Close Median Breaks on Washington Street
Right Turn Deceleration Lanes on Washington Street
Washington Street/Avenue 48 Southbound Dual Left
& WB Triple Left
Washington Street/42nd Avenue Southbound Dual Left
Washington Street/Country Club Drive
Add NB & EB Right Turn Lanes
Washington Street/Via Sevilla Install Signal
Washington Street/Woodhaven Country Club
Install Signal
Washington Street at Emerald Crest
Close Median Along Washington Street
Washington Street at Sunnybrook
Close Median Along Washington Street
Washington Street at Whirling Wind
Close Median Along Washington Street
Washington Street at Easthaven Road
Close Median Along Washington Street
Washington Street at Tucson Circle
Close Median Along Washington Street
Washington Street at Desert Breezes Resort
Close Median Along Washington Street
Deceleration Lanes Northbound at Ralph’s Deceleration Lanes Northbound at Shopping Center
Shopping Center & Southbound at Albertson’s & Southbound at Shopping Center
Shopping Center South of 42nd Avenue South of Country Club Drive
DRAFTAGREEMENT FOR CONTRACT SERVICES
THIS AGREEMENT FOR CONTRACT SERVICES (the “Agreement”) is made
and entered into by and between the CITY OF LA QUINTA, (“City”), a California
municipal corporation, and Name[insert the type of business entity, e.g. sole
proprietorship, CA Limited Liability Corp, an S Corp.] (“Contracting Party”).
The parties hereto agree as follows:
1.SERVICES OF CONTRACTING PARTY.
1.1 Scope of Services. In compliance with all terms and conditions of
this Agreement, Contracting Party shall provide those services related to
Highway 111 Corridor Form Based Code Planning and Engineering Services,
Project No. 2019-05, as specified in the “Scope of Services” attached hereto
as “Exhibit A” and incorporated herein by this reference (the “Services”).
Contracting Party represents and warrants that Contracting Party is a provider
of first-class work and/or services and Contracting Party is experienced in
performing the Services contemplated herein and, in light of such status and
experience, Contracting Party covenants that it shall follow industry standards
in performing the Services required hereunder, and that all materials, if any,
will be of good quality, fit for the purpose intended. For purposes of this
Agreement, the phrase “industry standards” shall mean those standards of
practice recognized by one or more first-class firms performing similar
services under similar circumstances.
1.2 Compliance with Law. All Services rendered hereunder shall be
provided in accordance with all ordinances, resolutions, statutes, rules,
regulations, and laws of the City and any Federal, State, or local governmental
agency of competent jurisdiction.
1.3 Wage and Hour Compliance, Contracting Party shall comply with
applicable Federal, State, and local wage and hour laws.
1.4 Licenses, Permits, Fees and Assessments. Except as otherwise
specified herein, Contracting Party shall obtain at its sole cost and expense
such licenses, permits, and approvals as may be required by law for the
performance of the Services required by this Agreement, including a City of
La Quinta business license. Contracting Party and its employees, agents, and
subcontractors shall, at their sole cost and expense, keep in effect at all times
during the term of this Agreement any licenses, permits, and approvals that
are legally required for the performance of the Services required by this
Agreement. Contracting Party shall have the sole obligation to pay for any
fees, assessments, and taxes, plus applicable penalties and interest, which
may be imposed by law and arise from or are necessary for the performance
of the Services required by this Agreement, and shall indemnify, defend (with
ATTACHMENT 3
DRAFT -2-
counsel selected by City), and hold City, its elected officials, officers,
employees, and agents, free and harmless against any such fees,
assessments, taxes, penalties, or interest levied, assessed, or imposed
against City hereunder. Contracting Party shall be responsible for all
subcontractors’ compliance with this Section.
1.5 Familiarity with Work. By executing this Agreement, Contracting
Party warrants that (a) it has thoroughly investigated and considered the
Services to be performed, (b) it has investigated the site where the Services
are to be performed, if any, and fully acquainted itself with the conditions
there existing, (c) it has carefully considered how the Services should be
performed, and (d) it fully understands the facilities, difficulties, and
restrictions attending performance of the Services under this Agreement.
Should Contracting Party discover any latent or unknown conditions materially
differing from those inherent in the Services or as represented by City,
Contracting Party shall immediately inform City of such fact and shall not
proceed except at Contracting Party’s risk until written instructions are
received from the Contract Officer, or assigned designee (as defined in
Section 4.2 hereof).
1.6 Standard of Care. Contracting Party acknowledges and
understands that the Services contracted for under this Agreement require
specialized skills and abilities and that, consistent with this understanding,
Contracting Party’s work will be held to an industry standard of quality and
workmanship. Consistent with Section 1.5 hereinabove, Contracting Party
represents to City that it holds the necessary skills and abilities to satisfy the
industry standard of quality as set forth in this Agreement. Contracting Party
shall adopt reasonable methods during the life of this Agreement to furnish
continuous protection to the Services performed by Contracting Party, and the
equipment, materials, papers, and other components thereof to prevent losses
or damages, and shall be responsible for all such damages, to persons or
property, until acceptance of the Services by City, except such losses or
damages as may be caused by City’s own negligence. The performance of
Services by Contracting Party shall not relieve Contracting Party from any
obligation to correct any incomplete, inaccurate, or defective work at no
further cost to City, when such inaccuracies are due to the negligence of
Contracting Party.
1.7 Additional Services. In accordance with the terms and conditions
of this Agreement, Contracting Party shall perform services in addition to
those specified in the Scope of Services (“Additional Services”) only when
directed to do so by the Contract Officer, or assigned designee, provided
that Contracting Party shall not be required to perform any Additional Services
without compensation. Contracting Party shall not perform any Additional
DRAFT-3-
Services until receiving prior written authorization (in the form of a written
change order if Contracting Party is a contractor performing the Services) from
the Contract Officer, or assigned designee, incorporating therein any
adjustment in (i) the Contract Sum, and/or (ii) the time to perform this
Agreement, which said adjustments are subject to the written approval of
Contracting Party. It is expressly understood by Contracting Party that the
provisions of this Section shall not apply to the Services specifically set forth
in the Scope of Services or reasonably contemplated therein. It is specifically
understood and agreed that oral requests and/or approvals of Additional
Services shall be barred and are unenforceable. Failure of Contracting Party
to secure the Contract Officer’s, or assigned designee’s written authorization
for Additional Services shall constitute a waiver of any and all right to
adjustment of the Contract Sum or time to perform this Agreement, whether
by way of compensation, restitution, quantum meruit, or the like, for
Additional Services provided without the appropriate authorization from the
Contract Officer, or assigned designee. Compensation for properly
authorized Additional Services shall be made in accordance with Section 2.3
of this Agreement.
1.8 Special Requirements. Additional terms and conditions of this
Agreement, if any, which are made a part hereof are set forth in “Exhibit D”
(the “Special Requirements”), which is incorporated herein by this reference
and expressly made a part hereof. In the event of a conflict between the
provisions of the Special Requirements and any other provisions of this
Agreement, the provisions of the Special Requirements shall govern.
2.COMPENSATION.
2.1 Contract Sum. For the Services rendered pursuant to this
Agreement, Contracting Party shall be compensated in accordance with
“Exhibit B” (the “Schedule of Compensation”) in a total amount not to exceed
XXXXX (the “Contract Sum”), except as provided in Section 1.7. The method
of compensation set forth in the Schedule of Compensation may include a
lump sum payment upon completion, payment in accordance with the
percentage of completion of the Services, payment for time and materials
based upon Contracting Party’s rate schedule, but not exceeding the Contract
Sum, or such other reasonable methods as may be specified in the Schedule
of Compensation. The Contract Sum shall include the attendance of
Contracting Party at all project meetings reasonably deemed necessary by
City; Contracting Party shall not be entitled to any additional compensation
for attending said meetings. Compensation may include reimbursement for
actual and necessary expenditures for reproduction costs, transportation
expense, telephone expense, and similar costs and expenses when and if
DRAFT -4-
specified in the Schedule of Compensation. Regardless of the method of
compensation set forth in the Schedule of Compensation, Contracting Party’s
overall compensation shall not exceed the Contract Sum, except as provided
in Section 1.7 of this Agreement.
2.2 Method of Billing & Payment. Any month in which Contracting
Party wishes to receive payment, Contracting Party shall submit to City no
later than the tenth (10th) working day of such month, in the form approved
by City’s Finance Director, an invoice for Services rendered prior to the date
of the invoice. Such invoice shall (1) describe in detail the Services provided,
including time and materials, and (2) specify each staff member who has
provided Services and the number of hours assigned to each such staff
member. Such invoice shall contain a certification by a principal member of
Contracting Party specifying that the payment requested is for Services
performed in accordance with the terms of this Agreement. Upon approval in
writing by the Contract Officer, or assigned designee, and subject to
retention pursuant to Section 8.3, City will pay Contracting Party for all items
stated thereon which are approved by City pursuant to this Agreement no
later than thirty (30) days after invoices are received by the City’s Finance
Department.
2.3 Compensation for Additional Services. Additional Services
approved in advance by the Contract Officer, or assigned designee, pursuant
to Section 1.7 of this Agreement shall be paid for in an amount agreed to in
writing by both City and Contracting Party in advance of the Additional
Services being rendered by Contracting Party. Any compensation for
Additional Services amounting to five percent (5%) or less of the Contract
Sum may be approved by the Contract Officer, or assigned designee. Any
greater amount of compensation for Additional Services must be approved by
the La Quinta City Council, the City Manager, or Department Director,
depending upon City laws, regulations, rules and procedures concerning public
contracting. Under no circumstances shall Contracting Party receive
compensation for any Additional Services unless prior written approval for the
Additional Services is obtained from the Contract Officer, or assigned
designee, pursuant to Section 1.7 of this Agreement.
3. PERFORMANCE SCHEDULE.
3.1 Time of Essence. Time is of the essence in the performance of
this Agreement. If the Services not completed in accordance with the
Schedule of Performance, as set forth in Section 3.2 and “Exhibit C”, it is
understood that the City will suffer damage.
3.2 Schedule of Performance. All Services rendered pursuant to this
Agreement shall be performed diligently and within the time period
DRAFT-5-
established in “Exhibit C” (the “Schedule of Performance”). Extensions to the
time period specified in the Schedule of Performance may be approved in
writing by the Contract Officer, or assigned designee.
3.3 Force Majeure. The time period specified in the Schedule of
Performance for performance of the Services rendered pursuant to this
Agreement shall be extended because of any delays due to unforeseeable
causes beyond the control and without the fault or negligence of Contracting
Party, including, but not restricted to, acts of God or of the public enemy,
fires, earthquakes, floods, epidemic, quarantine restrictions, riots, strikes,
freight embargoes, acts of any governmental agency other than City, and
unusually severe weather, if Contracting Party shall within ten (10) days of
the commencement of such delay notify the Contract Officer, or assigned
designee, in writing of the causes of the delay. The Contract Officer, or
assigned designee, shall ascertain the facts and the extent of delay, and
extend the time for performing the Services for the period of the forced delay
when and if in the Contract Officer’s judgment such delay is justified, and the
Contract Officer’s determination, or assigned designee, shall be final and
conclusive upon the parties to this Agreement. Extensions to time period in
the Schedule of Performance which are determined by the Contract Officer, or
assigned designee, to be justified pursuant to this Section shall not entitle
the Contracting Party to additional compensation in excess of the Contract
Sum.
3.4 Term. Unless earlier terminated in accordance with the provisions
in Article 8.0 of this Agreement, the term of this agreement shall commence
on XXXX, 2020, and terminate on XXXX, 2021 (“Initial Term”). This
Agreement may be extended for one (1) additional year upon mutual
agreement by both parties (“Extended Term”).
4.COORDINATION OF WORK.
4.1 Representative of Contracting Party. The following principals of
Contracting Party (“Principals”) are hereby designated as being the principals
and representatives of Contracting Party authorized to act in its behalf with
respect to the Services specified herein and make all decisions in connection
therewith:
(a) Name:
Tel No.
E-mail:
(b) Name
Tel No.
Email:
DRAFT -6-
It is expressly understood that the experience, knowledge, capability,
and reputation of the foregoing Principals were a substantial inducement for
City to enter into this Agreement. Therefore, the foregoing Principals shall be
responsible during the term of this Agreement for directing all activities of
Contracting Party and devoting sufficient time to personally supervise the
Services hereunder. For purposes of this Agreement, the foregoing Principals
may not be changed by Contracting Party and no other personnel may be
assigned to perform the Services required hereunder without the express
written approval of City.
4.2 Contract Officer. The “Contract Officer”, otherwise known as
Danny Castro, Design and Development Director, or assigned designee
may be designated in writing by the City Manager of the City. It shall be
Contracting Party’s responsibility to assure that the Contract Officer, or
assigned designee, is kept informed of the progress of the performance of
the Services, and Contracting Party shall refer any decisions, that must be
made by City to the Contract Officer, or assigned designee. Unless
otherwise specified herein, any approval of City required hereunder shall mean
the approval of the Contract Officer, or assigned designee. The Contract
Officer, or assigned designee, shall have authority to sign all documents on
behalf of City required hereunder to carry out the terms of this Agreement.
4.3 Prohibition Against Subcontracting or Assignment. The
experience, knowledge, capability, and reputation of Contracting Party, its
principals, and its employees were a substantial inducement for City to enter
into this Agreement. Except as set forth in this Agreement, Contracting Party
shall not contract or subcontract with any other entity to perform in whole or
in part the Services required hereunder without the express written approval
of City. In addition, neither this Agreement nor any interest herein may be
transferred, assigned, conveyed, hypothecated, or encumbered, voluntarily or
by operation of law, without the prior written approval of City. Transfers
restricted hereunder shall include the transfer to any person or group of
persons acting in concert of more than twenty five percent (25%) of the
present ownership and/or control of Contracting Party, taking all transfers into
account on a cumulative basis. Any attempted or purported assignment or
contracting or subcontracting by Contracting Party without City’s express
written approval shall be null, void, and of no effect. No approved transfer
shall release Contracting Party of any liability hereunder without the express
consent of City.
4.4 Independent Contractor. Neither City nor any of its employees
shall have any control over the manner, mode, or means by which Contracting
Party, its agents, or its employees, perform the Services required herein,
except as otherwise set forth herein. City shall have no voice in the selection,
DRAFT -7-
discharge, supervision, or control of Contracting Party’s employees, servants,
representatives, or agents, or in fixing their number or hours of service.
Contracting Party shall perform all Services required herein as an independent
contractor of City and shall remain at all times as to City a wholly independent
contractor with only such obligations as are consistent with that role.
Contracting Party shall not at any time or in any manner represent that it or
any of its agents or employees are agents or employees of City. City shall not
in any way or for any purpose become or be deemed to be a partner of
Contracting Party in its business or otherwise or a joint venture or a member
of any joint enterprise with Contracting Party. Contracting Party shall have
no power to incur any debt, obligation, or liability on behalf of City.
Contracting Party shall not at any time or in any manner represent that it or
any of its agents or employees are agents or employees of City. Except for
the Contract Sum paid to Contracting Party as provided in this Agreement,
City shall not pay salaries, wages, or other compensation to Contracting Party
for performing the Services hereunder for City. City shall not be liable for
compensation or indemnification to Contracting Party for injury or sickness
arising out of performing the Services hereunder. Notwithstanding any other
City, state, or federal policy, rule, regulation, law, or ordinance to the
contrary, Contracting Party and any of its employees, agents, and
subcontractors providing services under this Agreement shall not qualify for
or become entitled to any compensation, benefit, or any incident of
employment by City, including but not limited to eligibility to enroll in the
California Public Employees Retirement System (“PERS”) as an employee of
City and entitlement to any contribution to be paid by City for employer
contributions and/or employee contributions for PERS benefits. Contracting
Party agrees to pay all required taxes on amounts paid to Contracting Party
under this Agreement, and to indemnify and hold City harmless from any and
all taxes, assessments, penalties, and interest asserted against City by reason
of the independent contractor relationship created by this Agreement.
Contracting Party shall fully comply with the workers’ compensation laws
regarding Contracting Party and Contracting Party’s employees. Contracting
Party further agrees to indemnify and hold City harmless from any failure of
Contracting Party to comply with applicable workers’ compensation laws. City
shall have the right to offset against the amount of any payment due to
Contracting Party under this Agreement any amount due to City from
Contracting Party as a result of Contracting Party’s failure to promptly pay to
City any reimbursement or indemnification arising under this Section.
4.5 Identity of Persons Performing Work. Contracting Party
represents that it employs or will employ at its own expense all personnel
required for the satisfactory performance of any and all of the Services set
forth herein. Contracting Party represents that the Services required herein
will be performed by Contracting Party or under its direct supervision, and
DRAFT-8-
that all personnel engaged in such work shall be fully qualified and shall be
authorized and permitted under applicable State and local law to perform such
tasks and services.
4.6 City Cooperation. City shall provide Contracting Party with any
plans, publications, reports, statistics, records, or other data or information
pertinent to the Services to be performed hereunder which are reasonably
available to Contracting Party only from or through action by City.
5.INSURANCE.
5.1 Insurance. Prior to the beginning of any Services under this
Agreement and throughout the duration of the term of this Agreement,
Contracting Party shall procure and maintain, at its sole cost and expense,
and submit concurrently with its execution of this Agreement, policies of
insurance as set forth in “Exhibit E” (the “Insurance Requirements”) which is
incorporated herein by this reference and expressly made a part hereof.
5.2 Proof of Insurance. Contracting Party shall provide Certificate of
Insurance to Agency along with all required endorsements. Certificate of
Insurance and endorsements must be approved by Agency’s Risk Manager
prior to commencement of performance.
6.INDEMNIFICATION.
6.1 Indemnification. To the fullest extent permitted by law,
Contracting Party shall indemnify, protect, defend (with counsel selected by
City), and hold harmless City and any and all of its officers, employees,
agents, and volunteers as set forth in “Exhibit F” (“Indemnification”) which is
incorporated herein by this reference and expressly made a part hereof.
7.RECORDS AND REPORTS.
7.1 Reports. Contracting Party shall periodically prepare and submit
to the Contract Officer, or assigned designee, such reports concerning
Contracting Party’s performance of the Services required by this Agreement
as the Contract Officer, or assigned designee, shall require. Contracting
Party hereby acknowledges that City is greatly concerned about the cost of
the Services to be performed pursuant to this Agreement. For this reason,
Contracting Party agrees that if Contracting Party becomes aware of any facts,
circumstances, techniques, or events that may or will materially increase or
decrease the cost of the Services contemplated herein or, if Contracting Party
is providing design services, the cost of the project being designed,
Contracting Party shall promptly notify the Contract Officer, or assigned
designee, of said fact, circumstance, technique, or event and the estimated
DRAFT -9-
increased or decreased cost related thereto and, if Contracting Party is
providing design services, the estimated increased or decreased cost estimate
for the project being designed.
7.2 Records. Contracting Party shall keep, and require any
subcontractors to keep, such ledgers, books of accounts, invoices, vouchers,
canceled checks, reports (including but not limited to payroll reports), studies,
or other documents relating to the disbursements charged to City and the
Services performed hereunder (the “Books and Records”), as shall be
necessary to perform the Services required by this Agreement and enable the
Contract Officer, or assigned designee, to evaluate the performance of such
Services. Any and all such Books and Records shall be maintained in
accordance with generally accepted accounting principles and shall be
complete and detailed. The Contract Officer, or assigned designee, shall
have full and free access to such Books and Records at all times during normal
business hours of City, including the right to inspect, copy, audit, and make
records and transcripts from such Books and Records. Such Books and
Records shall be maintained for a period of three (3) years following
completion of the Services hereunder, and City shall have access to such
Books and Records in the event any audit is required. In the event of
dissolution of Contracting Party’s business, custody of the Books and Records
may be given to City, and access shall be provided by Contracting Party’s
successor in interest. Under California Government Code Section 8546.7, if
the amount of public funds expended under this Agreement exceeds Ten
Thousand Dollars ($10,000.00), this Agreement shall be subject to the
examination and audit of the State Auditor, at the request of City or as part
of any audit of City, for a period of three (3) years after final payment under
this Agreement.
7.3 Ownership of Documents. All drawings, specifications, maps,
designs, photographs, studies, surveys, data, notes, computer files, reports,
records, documents, and other materials plans, drawings, estimates, test
data, survey results, models, renderings, and other documents or works of
authorship fixed in any tangible medium of expression, including but not
limited to, physical drawings, digital renderings, or data stored digitally,
magnetically, or in any other medium prepared or caused to be prepared by
Contracting Party, its employees, subcontractors, and agents in the
performance of this Agreement (the “Documents and Materials”) shall be the
property of City and shall be delivered to City upon request of the Contract
Officer, or assigned designee, or upon the expiration or termination of this
Agreement, and Contracting Party shall have no claim for further employment
or additional compensation as a result of the exercise by City of its full rights
of ownership use, reuse, or assignment of the Documents and Materials
hereunder. Any use, reuse or assignment of such completed Documents and
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Materials for other projects and/or use of uncompleted documents without
specific written authorization by Contracting Party will be at City’s sole risk
and without liability to Contracting Party, and Contracting Party’s guarantee
and warranties shall not extend to such use, revise, or assignment.
Contracting Party may retain copies of such Documents and Materials for its
own use. Contracting Party shall have an unrestricted right to use the
concepts embodied therein. All subcontractors shall provide for assignment
to City of any Documents and Materials prepared by them, and in the event
Contracting Party fails to secure such assignment, Contracting Party shall
indemnify City for all damages resulting therefrom.
7.4 In the event City or any person, firm, or corporation authorized
by City reuses said Documents and Materials without written verification or
adaptation by Contracting Party for the specific purpose intended and causes
to be made or makes any changes or alterations in said Documents and
Materials, City hereby releases, discharges, and exonerates Contracting Party
from liability resulting from said change. The provisions of this clause shall
survive the termination or expiration of this Agreement and shall thereafter
remain in full force and effect.
7.5 Licensing of Intellectual Property. This Agreement creates a non-
exclusive and perpetual license for City to copy, use, modify, reuse, or
sublicense any and all copyrights, designs, rights of reproduction, and other
intellectual property embodied in the Documents and Materials. Contracting
Party shall require all subcontractors, if any, to agree in writing that City is
granted a non-exclusive and perpetual license for the Documents and
Materials the subcontractor prepares under this Agreement. Contracting Party
represents and warrants that Contracting Party has the legal right to license
any and all of the Documents and Materials. Contracting Party makes no such
representation and warranty in regard to the Documents and Materials which
were prepared by design professionals other than Contracting Party or
provided to Contracting Party by City. City shall not be limited in any way in
its use of the Documents and Materials at any time, provided that any such
use not within the purposes intended by this Agreement shall be at City’s sole
risk.
7.6 Release of Documents. The Documents and Materials shall not be
released publicly without the prior written approval of the Contract Officer, or
assigned designee, or as required by law. Contracting Party shall not
disclose to any other entity or person any information regarding the activities
of City, except as required by law or as authorized by City.
7.7 Confidential or Personal Identifying Information. Contracting
Party covenants that all City data, data lists, trade secrets, documents with
personal identifying information, documents that are not public records, draft
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documents, discussion notes, or other information, if any, developed or
received by Contracting Party or provided for performance of this Agreement
are deemed confidential and shall not be disclosed by Contracting Party to any
person or entity without prior written authorization by City or unless required
by law. City shall grant authorization for disclosure if required by any lawful
administrative or legal proceeding, court order, or similar directive with the
force of law. All City data, data lists, trade secrets, documents with personal
identifying information, documents that are not public records, draft
documents, discussions, or other information shall be returned to City upon
the termination or expiration of this Agreement. Contracting Party’s covenant
under this section shall survive the termination or expiration of this
Agreement.
8. ENFORCEMENT OF AGREEMENT.
8.1 California Law. This Agreement shall be interpreted, construed,
and governed both as to validity and to performance of the parties in
accordance with the laws of the State of California. Legal actions concerning
any dispute, claim, or matter arising out of or in relation to this Agreement
shall be instituted in the Superior Court of the County of Riverside, State of
California, or any other appropriate court in such county, and Contracting
Party covenants and agrees to submit to the personal jurisdiction of such court
in the event of such action.
8.2 Disputes. In the event of any dispute arising under this
Agreement, the injured party shall notify the injuring party in writing of its
contentions by submitting a claim therefore. The injured party shall continue
performing its obligations hereunder so long as the injuring party commences
to cure such default within ten (10) days of service of such notice and
completes the cure of such default within forty-five (45) days after service of
the notice, or such longer period as may be permitted by the Contract Officer,
or assigned designee; provided that if the default is an immediate danger to
the health, safety, or general welfare, City may take such immediate action
as City deems warranted. Compliance with the provisions of this Section shall
be a condition precedent to termination of this Agreement for cause and to
any legal action, and such compliance shall not be a waiver of any party’s right
to take legal action in the event that the dispute is not cured, provided that
nothing herein shall limit City’s right to terminate this Agreement without
cause pursuant to this Article 8.0. During the period of time that Contracting
Party is in default, City shall hold all invoices and shall, when the default is
cured, proceed with payment on the invoices. In the alternative, City may, in
its sole discretion, elect to pay some or all of the outstanding invoices during
any period of default.
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8.3 Retention of Funds. City may withhold from any monies payable
to Contracting Party sufficient funds to compensate City for any losses, costs,
liabilities, or damages it reasonably believes were suffered by City due to the
default of Contracting Party in the performance of the Services required by
this Agreement.
8.4 Waiver. No delay or omission in the exercise of any right or
remedy of a non-defaulting party on any default shall impair such right or
remedy or be construed as a waiver. City’s consent or approval of any act by
Contracting Party requiring City’s consent or approval shall not be deemed to
waive or render unnecessary City’s consent to or approval of any subsequent
act of Contracting Party. Any waiver by either party of any default must be in
writing and shall not be a waiver of any other default concerning the same or
any other provision of this Agreement.
8.5 Rights and Remedies are Cumulative. Except with respect to
rights and remedies expressly declared to be exclusive in this Agreement, the
rights and remedies of the parties are cumulative and the exercise by either
party of one or more of such rights or remedies shall not preclude the exercise
by it, at the same or different times, of any other rights or remedies for the
same default or any other default by the other party.
8.6 Legal Action. In addition to any other rights or remedies, either
party may take legal action, at law or at equity, to cure, correct, or remedy
any default, to recover damages for any default, to compel specific
performance of this Agreement, to obtain declaratory or injunctive relief, or
to obtain any other remedy consistent with the purposes of this Agreement.
8.7 Termination Prior To Expiration of Term. This Section shall govern
any termination of this Agreement, except as specifically provided in the
following Section for termination for cause. City reserves the right to
terminate this Agreement at any time, with or without cause, upon thirty
(30) days’ written notice to Contracting Party. Upon receipt of any notice of
termination, Contracting Party shall immediately cease all Services hereunder
except such as may be specifically approved by the Contract Officer, or
assigned designee. Contracting Party shall be entitled to compensation for
all Services rendered prior to receipt of the notice of termination and for any
Services authorized by the Contract Officer, or assigned designee, thereafter
in accordance with the Schedule of Compensation or such as may be approved
by the Contract Officer, or assigned designee, except amounts held as a
retention pursuant to this Agreement.
8.8 Termination for Default of Contracting Party. If termination is due
to the failure of Contracting Party to fulfill its obligations under this Agreement,
Contracting Party shall vacate any City-owned property which Contracting
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Party is permitted to occupy hereunder and City may, after compliance with
the provisions of Section 8.2, take over the Services and prosecute the same
to completion by contract or otherwise, and Contracting Party shall be liable
to the extent that the total cost for completion of the Services required
hereunder exceeds the compensation herein stipulated (provided that City
shall use reasonable efforts to mitigate such damages), and City may withhold
any payments to Contracting Party for the purpose of setoff or partial payment
of the amounts owed City.
8.9 Attorneys’ Fees. If either party to this Agreement is required to
initiate or defend or made a party to any action or proceeding in any way
connected with this Agreement, the prevailing party in such action or
proceeding, in addition to any other relief which may be granted, whether
legal or equitable, shall be entitled to reasonable attorneys’ fees; provided,
however, that the attorneys’ fees awarded pursuant to this Section shall not
exceed the hourly rate paid by City for legal services multiplied by the
reasonable number of hours spent by the prevailing party in the conduct of
the litigation. Attorneys’ fees shall include attorneys’ fees on any appeal, and
in addition a party entitled to attorneys’ fees shall be entitled to all other
reasonable costs for investigating such action, taking depositions and
discovery, and all other necessary costs the court allows which are incurred in
such litigation. All such fees shall be deemed to have accrued on
commencement of such action and shall be enforceable whether or not such
action is prosecuted to judgment. The court may set such fees in the same
action or in a separate action brought for that purpose.
9. CITY OFFICERS AND EMPLOYEES; NONDISCRIMINATION.
9.1 Non-liability of City Officers and Employees. No officer, official,
employee, agent, representative, or volunteer of City shall be personally liable
to Contracting Party, or any successor in interest, in the event or any default
or breach by City or for any amount which may become due to Contracting
Party or to its successor, or for breach of any obligation of the terms of this
Agreement.
9.2 Conflict of Interest. Contracting Party covenants that neither it,
nor any officer or principal of it, has or shall acquire any interest, directly or
indirectly, which would conflict in any manner with the interests of City or
which would in any way hinder Contracting Party’s performance of the
Services under this Agreement. Contracting Party further covenants that in
the performance of this Agreement, no person having any such interest shall
be employed by it as an officer, employee, agent, or subcontractor without
the express written consent of the Contract Officer, or assigned designee.
Contracting Party agrees to at all times avoid conflicts of interest or the
DRAFT -14-
appearance of any conflicts of interest with the interests of City in the
performance of this Agreement.
No officer or employee of City shall have any financial interest, direct
or indirect, in this Agreement nor shall any such officer or employee
participate in any decision relating to this Agreement which effects his financial
interest or the financial interest of any corporation, partnership or association
in which he is, directly or indirectly, interested, in violation of any State statute
or regulation. Contracting Party warrants that it has not paid or given and will
not pay or give any third party any money or other consideration for obtaining
this Agreement.
9.3 Covenant against Discrimination. Contracting Party covenants
that, by and for itself, its heirs, executors, assigns, and all persons claiming
under or through them, that there shall be no discrimination against or
segregation of, any person or group of persons on account of any
impermissible classification including, but not limited to, race, color, creed,
religion, sex, marital status, sexual orientation, national origin, or ancestry in
the performance of this Agreement. Contracting Party shall take affirmative
action to ensure that applicants are employed and that employees are treated
during employment without regard to their race, color, creed, religion, sex,
marital status, sexual orientation, national origin, or ancestry.
10. MISCELLANEOUS PROVISIONS.
10.1 Notice. Any notice, demand, request, consent, approval, or
communication either party desires or is required to give the other party or
any other person shall be in writing and either served personally or sent by
prepaid, first-class mail to the address set forth below. Either party may
change its address by notifying the other party of the change of address in
writing. Notice shall be deemed communicated forty-eight (48) hours from
the time of mailing if mailed as provided in this Section.
To City:
CITY OF LA QUINTA
Attention: Danny Castro
78495 Calle Tampico
La Quinta, California 92253
To Contracting Party:
VENDORS COMPANY NAME
VENDORS CONTACT
VENDORS STREET ADDRESS
VENDORS CITY, STATE, ZIP
10.2 Interpretation. The terms of this Agreement shall be construed in
accordance with the meaning of the language used and shall not be construed
DRAFT -15-
for or against either party by reason of the authorship of this Agreement or
any other rule of construction which might otherwise apply.
10.3 Section Headings and Subheadings. The section headings and
subheadings contained in this Agreement are included for convenience only
and shall not limit or otherwise affect the terms of this Agreement.
10.4 Counterparts. This Agreement may be executed in counterparts,
each of which shall be deemed to be an original, and such counterparts shall
constitute one and the same instrument
10.5 Integrated Agreement. This Agreement including the exhibits
hereto is the entire, complete, and exclusive expression of the understanding
of the parties. It is understood that there are no oral agreements between
the parties hereto affecting this Agreement and this Agreement supersedes
and cancels any and all previous negotiations, arrangements, agreements,
and understandings, if any, between the parties, and none shall be used to
interpret this Agreement.
10.6 Amendment. No amendment to or modification of this Agreement
shall be valid unless made in writing and approved by Contracting Party and
by the City Council of City. The parties agree that this requirement for written
modifications cannot be waived and that any attempted waiver shall be void.
10.7 Severability. In the event that any one or more of the articles,
phrases, sentences, clauses, paragraphs, or sections contained in this
Agreement shall be declared invalid or unenforceable, such invalidity or
unenforceability shall not affect any of the remaining articles, phrases,
sentences, clauses, paragraphs, or sections of this Agreement which are
hereby declared as severable and shall be interpreted to carry out the intent
of the parties hereunder unless the invalid provision is so material that its
invalidity deprives either party of the basic benefit of their bargain or renders
this Agreement meaningless.
10.8 Unfair Business Practices Claims. In entering into this Agreement,
Contracting Party offers and agrees to assign to City all rights, title, and
interest in and to all causes of action it may have under Section 4 of the
Clayton Act (15 U.S.C. § 15) or under the Cartwright Act (Chapter 2,
(commencing with Section 16700) of Part 2 of Division 7 of the Business and
Professions Code), arising from purchases of goods, services, or materials
related to this Agreement. This assignment shall be made and become
effective at the time City renders final payment to Contracting Party without
further acknowledgment of the parties.
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10.9 No Third-Party Beneficiaries. With the exception of the specific
provisions set forth in this Agreement, there are no intended third-party
beneficiaries under this Agreement and no such other third parties shall have
any rights or obligations hereunder.
10.10 Authority. The persons executing this Agreement on behalf of
each of the parties hereto represent and warrant that (i) such party is duly
organized and existing, (ii) they are duly authorized to execute and deliver
this Agreement on behalf of said party, (iii) by so executing this Agreement,
such party is formally bound to the provisions of this Agreement, and (iv) that
entering into this Agreement does not violate any provision of any other
Agreement to which said party is bound. This Agreement shall be binding
upon the heirs, executors, administrators, successors, and assigns of the
parties.
[SIGNATURES ON FOLLOWING PAGE]
DRAFT -17-
IN WITNESS WHEREOF, the parties have executed this Agreement as of
the dates stated below.
CITY OF LA QUINTA,
a California Municipal Corporation
JON MCMILLEN, City Manager
City of La Quinta, California
Dated:
CONTRACTING PARTY:
By:
Name:
Title:
ATTEST:
MONIKA RADEVA, City Clerk
La Quinta, California
By:
Name:
Title:
APPROVED AS TO FORM:
WILLIAM H. IHRKE, City Attorney
City of La Quinta, California
NOTE: (1) TWO SIGNATURES ARE REQUIRED IF A CORPORATION’S
BYLAWS, ARTICLES OF INCORPORATION, OR OTHER RULES OR
REGULATIONS APPLICABLE STATE THAT TWO SIGNATURES ARE REQUIRED
ON CONTRACTS, AGREEMENTS, AMENDMENTS, CHANGE ORDERS, ETC.
(2) CONTRACTING PARTY’S SIGNATURES SHALL BE DULY
NOTARIZED, AND APPROPRIATE ATTESTATIONS SHALL BE INCLUDED AS MAY
BE REQUIRED BY THE BYLAWS, ARTICLES OF INCORPORATION, OR OTHER
RULES OR REGULATIONS APPLICABLE TO CONTRACTING PARTY’S BUSINESS
ENTITY.
DRAFT
Exhibit A
Page 1 of 5 Last revised summer 2017
Exhibit A
Scope of Services
1. Services to be Provided:
[TO BE PROVIDED BY STAFF (include location of work)]
2. Performance Standards:
[TO BE PROVIDED BY STAFF]
OR
[See Attached]
DRAFT
Exhibit A
Page 2 of 5
ADDENDUM TO AGREEMENT
Re: Scope of Services
If the Scope of Services include construction, alteration, demolition,
installation, repair, or maintenance affecting real property or structures or
improvements of any kind appurtenant to real property, the following apply:
1. Prevailing Wage Compliance. If Contracting Party is a contractor
performing public works and maintenance projects, as described in this
Section 1.3, Contracting Party shall comply with applicable Federal, State, and
local laws. Contracting Party is aware of the requirements of California Labor
Code Sections 1720, et seq., and 1770, et seq., as well as California Code of
Regulations, Title 8, Sections 16000, et seq., (collectively, the “Prevailing
Wage Laws”), and La Quinta Municipal Code Section 3.12.040, which require
the payment of prevailing wage rates and the performance of other
requirements on “Public works” and “Maintenance” projects. If the Services
are being performed as part of an applicable “Public works” or “Maintenance”
project, as defined by the Prevailing Wage Laws, and if construction work over
twenty-five thousand dollars ($25,000.00) and/or alterations, demolition,
repair or maintenance work over fifteen thousand dollars ($15,000.00) is
entered into or extended on or after January 1, 2015 by this Agreement,
Contracting Party agrees to fully comply with such Prevailing Wage Laws
including, but not limited to, requirements related to the maintenance of
payroll records and the employment of apprentices. Pursuant to California
Labor Code Section 1725.5, no contractor or subcontractor may be awarded
a contract for public work on a “Public works” project unless registered with
the California Department of Industrial Relations (“DIR”) at the time the
contract is awarded. If the Services are being performed as part of an
applicable “Public works” or “Maintenance” project, as defined by the
Prevailing Wage Laws, this project is subject to compliance monitoring and
enforcement by the DIR. Contracting Party will maintain and will require all
subcontractors to maintain valid and current DIR Public Works contractor
registration during the term of this Agreement. Contracting Party shall notify
City in writing immediately, and in no case more than twenty-four (24) hours,
after receiving any information that Contracting Party’s or any of its
subcontractor’s DIR registration status has been suspended, revoked, expired,
or otherwise changed. It is understood that it is the responsibility of
Contracting Party to determine the correct salary scale. Contracting Party
shall make copies of the prevailing rates of per diem wages for each craft,
classification, or type of worker needed to execute the Services available to
interested parties upon request, and shall post copies at Contracting Party’s
principal place of business and at the project site, if any. The statutory
penalties for failure to pay prevailing wage or to comply with State wage and
hour laws will be enforced. Contracting Party must forfeit to City TWENTY-
DRAFT
Exhibit A
Page 3 of 5
FIVE DOLLARS ($25.00) per day for each worker who works in excess of the
minimum working hours when Contracting Party does not pay overtime. In
accordance with the provisions of Labor Code Sections 1810 et seq., eight
(8) hours is the legal working day. Contracting Party also shall comply with
State law requirements to maintain payroll records and shall provide for
certified records and inspection of records as required by California Labor Code
Section 1770 et seq., including Section 1776. In addition to the other
indemnities provided under this Agreement, Contracting Party shall defend
(with counsel selected by City), indemnify, and hold City, its elected officials,
officers, employees, and agents free and harmless from any claim or liability
arising out of any failure or alleged failure to comply with the Prevailing Wage
Laws. It is agreed by the parties that, in connection with performance of the
Services, including, without limitation, any and all “Public works” (as defined
by the Prevailing Wage Laws), Contracting Party shall bear all risks of payment
or non-payment of prevailing wages under California law and/or the
implementation of Labor Code Section 1781, as the same may be amended
from time to time, and/or any other similar law. Contracting Party
acknowledges and agrees that it shall be independently responsible for
reviewing the applicable laws and regulations and effectuating compliance
with such laws. Contracting Party shall require the same of all subcontractors.
2. Retention. Payments shall be made in accordance with the
provisions of Article 2.0 of the Agreement. In accordance with said Sections,
City shall pay Contracting Party a sum based upon ninety-five percent (95%)
of the Contract Sum apportionment of the labor and materials incorporated
into the Services under this Agreement during the month covered by said
invoice. The remaining five percent (5%) thereof shall be retained as
performance security to be paid to Contracting Party within sixty (60) days
after final acceptance of the Services by the City Council of City, after
Contracting Party has furnished City with a full release of all undisputed
payments under this Agreement, if required by City. In the event there are
any claims specifically excluded by Contracting Party from the operation of the
release, City may retain proceeds (per Public Contract Code § 7107) of up to
one hundred fifty percent (150%) of the amount in dispute. City’s failure to
deduct or withhold shall not affect Contracting Party’s obligations under the
Agreement.
3. Utility Relocation. City is responsible for removal, relocation, or
protection of existing main or trunk-line utilities to the extent such utilities
were not identified in the invitation for bids or specifications. City shall
reimburse Contracting Party for any costs incurred in locating, repairing
damage not caused by Contracting Party, and removing or relocating such
unidentified utility facilities. Contracting Party shall not be assessed liquidated
DRAFT
Exhibit A
Page 4 of 5
damages for delay arising from the removal or relocation of such unidentified
utility facilities.
4. Trenches or Excavations. Pursuant to California Public Contract
Code Section 7104, in the event the work included in this Agreement requires
excavations more than four (4) feet in depth, the following shall apply:
(a) Contracting Party shall promptly, and before the following
conditions are disturbed, notify City, in writing, of any: (1) material that
Contracting Party believes may be material that is hazardous waste, as
defined in Section 25117 of the Health and Safety Code, that is required to be
removed to a Class I, Class II, or Class III disposal site in accordance with
provisions of existing law; (2) subsurface or latent physical conditions at the
site different from those indicated by information about the site made
available to bidders prior to the deadline for submitting bids; or (3) unknown
physical conditions at the site of any unusual nature, different materially from
those ordinarily encountered and generally recognized as inherent in work of
the character provided for in the Agreement.
(b) City shall promptly investigate the conditions, and if it finds
that the conditions do materially so differ, or do involve hazardous waste, and
cause a decrease or increase in Contracting Party’s cost of, or the time
required for, performance of any part of the work shall issue a change order
per Section 1.8 of the Agreement.
(c) in the event that a dispute arises between City and
Contracting Party whether the conditions materially differ, or involve
hazardous waste, or cause a decrease or increase in Contracting Party’s cost
of, or time required for, performance of any part of the work, Contracting
Party shall not be excused from any scheduled completion date provided for
by this Agreement, but shall proceed with all work to be performed under this
Agreement. Contracting Party shall retain any and all rights provided either
by contract or by law which pertain to the resolution of disputes and protests
between the contracting Parties.
5. Safety. Contracting Party shall execute and maintain its work so
as to avoid injury or damage to any person or property. In carrying out the
Services, Contracting Party shall at all times be in compliance with all
applicable local, state, and federal laws, rules and regulations, and shall
exercise all necessary precautions for the safety of employees appropriate to
the nature of the work and the conditions under which the work is to be
performed. Safety precautions as applicable shall include, but shall not be
limited to: (A) adequate life protection and lifesaving equipment and
procedures; (B) instructions in accident prevention for all employees and
subcontractors, such as safe walkways, scaffolds, fall protection ladders,
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Exhibit A
Page 5 of 5
bridges, gang planks, confined space procedures, trenching and shoring,
equipment and other safety devices, equipment and wearing apparel as are
necessary or lawfully required to prevent accidents or injuries; and
(C) adequate facilities for the proper inspection and maintenance of all safety
measures.
6. Liquidated Damages. Since the determination of actual damages
for any delay in performance of the Agreement would be extremely difficult or
impractical to determine in the event of a breach of this Agreement,
Contracting Party shall be liable for and shall pay to City the sum of One
Thousand dollars ($1,000.00) as liquidated damages for each working day of
delay in the performance of any of the Services required hereunder, as
specified in the Schedule of Performance. In addition, liquidated damages
may be assessed for failure to comply with the emergency call out
requirements, if any, described in the Scope of Services. City may withhold
from any moneys payable on account of the Services performed by
Contracting Party any accrued liquidated damages.
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Exhibit B
Page 1 of 1
Exhibit B
Schedule of Compensation
With the exception of compensation for Additional Services, provided for
in Section 2.3 of this Agreement, the maximum total compensation to be paid
to Contracting Party under this Agreement is not to exceed
______________________ ($ __________) (“Contract Sum”). The Contract
Sum shall be paid to Contracting Party for time and materials based upon
Contracting Party’s rate schedule on a monthly basis and in an amount
identified in Contracting Party’s schedule of compensation attached hereto for
the work tasks performed and properly invoiced by Contracting Party in
conformance with Section 2.2 of this Agreement.
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Exhibit C
Page 1 of 1
Exhibit C
Schedule of Performance
Contracting Party shall complete all services identified in the Scope of
Services, Exhibit A of this Agreement, in accordance with the Project
Schedule, attached hereto and incorporated herein by this reference.
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Exhibit D
Page 1 of 1
Exhibit D
Special Requirements
[insert Special Requirements or indicate “None” if there are none]
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Exhibit E
Page 1 of 6
Exhibit E
Insurance Requirements
E.1 Insurance. Prior to the beginning of and throughout the duration of
this Agreement, the following policies shall be maintained and kept in full force
and effect providing insurance with minimum limits as indicated below and
issued by insurers with A.M. Best ratings of no less than A-VI:
Commercial General Liability (at least as broad as ISO CG 0001)
$1,000,000 (per occurrence)
$2,000,000 (general aggregate)
Must include the following endorsements:
General Liability Additional Insured
General Liability Primary and Non-contributory
Commercial Auto Liability (at least as broad as ISO CA 0001)
$1,000,000 (per accident)
Personal Auto Declaration Page if applicable
Errors and Omissions Liability
$1,000,000 (per claim and aggregate)
Workers’ Compensation
(per statutory requirements)
Must include the following endorsements:
Workers Compensation with Waiver of Subrogation
Workers Compensation Declaration of Sole Proprietor if applicable
Contracting Party shall procure and maintain, at its cost, and submit
concurrently with its execution of this Agreement, Commercial General
Liability insurance against all claims for injuries against persons or damages
to property resulting from Contracting Party’s acts or omissions rising out of
or related to Contracting Party’s performance under this Agreement. The
insurance policy shall contain a severability of interest clause providing that
the coverage shall be primary for losses arising out of Contracting Party’s
performance hereunder and neither City nor its insurers shall be required to
contribute to any such loss. An endorsement evidencing the foregoing and
naming the City and its officers and employees as additional insured (on the
Commercial General Liability policy only) must be submitted concurrently with
the execution of this Agreement and approved by City prior to commencement
of the services hereunder.
Contracting Party shall carry automobile liability insurance of
$1,000,000 per accident against all claims for injuries against persons or
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Exhibit E
Page 2 of 6
damages to property arising out of the use of any automobile by Contracting
Party, its officers, any person directly or indirectly employed by Contracting
Party, any subcontractor or agent, or anyone for whose acts any of them may
be liable, arising directly or indirectly out of or related to Contracting Party’s
performance under this Agreement. If Contracting Party or Contracting
Party’s employees will use personal autos in any way on this project,
Contracting Party shall provide evidence of personal auto liability coverage for
each such person. The term “automobile” includes, but is not limited to, a
land motor vehicle, trailer or semi-trailer designed for travel on public roads.
The automobile insurance policy shall contain a severability of interest clause
providing that coverage shall be primary for losses arising out of Contracting
Party’s performance hereunder and neither City nor its insurers shall be
required to contribute to such loss.
Professional Liability or Errors and Omissions Insurance as
appropriate shall be written on a policy form coverage specifically designed to
protect against acts, errors or omissions of the Contracting Party and “Covered
Professional Services” as designated in the policy must specifically include
work performed under this agreement. The policy limit shall be no less than
$1,000,000 per claim and in the aggregate. The policy must “pay on behalf
of” the insured and must include a provision establishing the insurer’s duty to
defend. The policy retroactive date shall be on or before the effective date of
this agreement.
Contracting Party shall carry Workers’ Compensation Insurance in
accordance with State Worker’s Compensation laws with employer’s liability
limits no less than $1,000,000 per accident or disease.
If coverage is maintained on a claims-made basis, Contracting Party shall
maintain such coverage for an additional period of three (3) years following
termination of the contract.
Contracting Party shall provide written notice to City within ten
(10) working days if: (1) any of the required insurance policies is terminated;
(2) the limits of any of the required polices are reduced; or (3) the deductible
or self-insured retention is increased. In the event any of said policies of
insurance are cancelled, Contracting Party shall, prior to the cancellation date,
submit new evidence of insurance in conformance with this Exhibit to the
Contract Officer. The procuring of such insurance or the delivery of policies
or certificates evidencing the same shall not be construed as a limitation of
Contracting Party’s obligation to indemnify City, its officers, employees,
contractors, subcontractors, or agents.
E.2 Remedies. In addition to any other remedies City may have if
Contracting Party fails to provide or maintain any insurance policies or policy
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Exhibit E
Page 3 of 6
endorsements to the extent and within the time herein required, City may, at
its sole option:
a. Obtain such insurance and deduct and retain the amount of the
premiums for such insurance from any sums due under this Agreement.
b. Order Contracting Party to stop work under this Agreement
and/or withhold any payment(s) which become due to Contracting Party
hereunder until Contracting Party demonstrates compliance with the
requirements hereof.
c. Terminate this Agreement.
Exercise of any of the above remedies, however, is an alternative to
any other remedies City may have. The above remedies are not the exclusive
remedies for Contracting Party’s failure to maintain or secure appropriate
policies or endorsements. Nothing herein contained shall be construed as
limiting in any way the extent to which Contracting Party may be held
responsible for payments of damages to persons or property resulting from
Contracting Party’s or its subcontractors’ performance of work under this
Agreement.
E.3 General Conditions Pertaining to Provisions of Insurance Coverage
by Contracting Party. Contracting Party and City agree to the following with
respect to insurance provided by Contracting Party:
1. Contracting Party agrees to have its insurer endorse the third
party general liability coverage required herein to include as additional
insureds City, its officials, employees, and agents, using standard ISO
endorsement No. CG 2010 with an edition prior to 1992. Contracting Party
also agrees to require all contractors, and subcontractors to do likewise.
2. No liability insurance coverage provided to comply with this
Agreement shall prohibit Contracting Party, or Contracting Party’s employees,
or agents, from waiving the right of subrogation prior to a loss. Contracting
Party agrees to waive subrogation rights against City regardless of the
applicability of any insurance proceeds, and to require all contractors and
subcontractors to do likewise.
3. All insurance coverage and limits provided by Contracting Party
and available or applicable to this Agreement are intended to apply to the full
extent of the policies. Nothing contained in this Agreement or any other
agreement relating to City or its operations limits the application of such
insurance coverage.
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Exhibit E
Page 4 of 6
4. None of the coverages required herein will be in compliance with
these requirements if they include any limiting endorsement of any kind that
has not been first submitted to City and approved of in writing.
5. No liability policy shall contain any provision or definition that
would serve to eliminate so-called “third party action over” claims, including
any exclusion for bodily injury to an employee of the insured or of any
contractor or subcontractor.
6. All coverage types and limits required are subject to approval,
modification and additional requirements by the City, as the need arises.
Contracting Party shall not make any reductions in scope of coverage (e.g.
elimination of contractual liability or reduction of discovery period) that may
affect City’s protection without City’s prior written consent.
7. Proof of compliance with these insurance requirements, consisting
of certificates of insurance evidencing all the coverages required and an
additional insured endorsement to Contracting Party’s general liability policy,
shall be delivered to City at or prior to the execution of this Agreement. In
the event such proof of any insurance is not delivered as required, or in the
event such insurance is canceled at any time and no replacement coverage is
provided, City has the right, but not the duty, to obtain any insurance it deems
necessary to protect its interests under this or any other agreement and to
pay the premium. Any premium so paid by City shall be charged to and
promptly paid by Contracting Party or deducted from sums due Contracting
Party, at City option.
8. It is acknowledged by the parties of this agreement that all
insurance coverage required to be provided by Contracting Party or any
subcontractor, is intended to apply first and on a primary, non-contributing
basis in relation to any other insurance or self-insurance available to City.
9. Contracting Party agrees to ensure that subcontractors, and any
other party involved with the project that is brought onto or involved in the
project by Contracting Party, provide the same minimum insurance coverage
required of Contracting Party. Contracting Party agrees to monitor and review
all such coverage and assumes all responsibility for ensuring that such
coverage is provided in conformity with the requirements of this section.
Contracting Party agrees that upon request, all agreements with
subcontractors and others engaged in the project will be submitted to City for
review.
10. Contracting Party agrees not to self-insure or to use any self-
insured retentions or deductibles on any portion of the insurance required
herein (with the exception of professional liability coverage, if required) and
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Exhibit E
Page 5 of 6
further agrees that it will not allow any contractor, subcontractor, Architect,
Engineer or other entity or person in any way involved in the performance of
work on the project contemplated by this agreement to self-insure its
obligations to City. If Contracting Party’s existing coverage includes a
deductible or self-insured retention, the deductible or self-insured retention
must be declared to the City. At that time the City shall review options with
the Contracting Party, which may include reduction or elimination of the
deductible or self-insured retention, substitution of other coverage, or other
solutions.
11. The City reserves the right at any time during the term of this
Agreement to change the amounts and types of insurance required by giving
the Contracting Party ninety (90) days advance written notice of such change.
If such change results in substantial additional cost to the Contracting Party,
the City will negotiate additional compensation proportional to the increased
benefit to City.
12. For purposes of applying insurance coverage only, this Agreement
will be deemed to have been executed immediately upon any party hereto
taking any steps that can be deemed to be in furtherance of or towards
performance of this Agreement.
13. Contracting Party acknowledges and agrees that any actual or
alleged failure on the part of City to inform Contracting Party of non-
compliance with any insurance requirement in no way imposes any additional
obligations on City nor does it waive any rights hereunder in this or any other
regard.
14. Contracting Party will renew the required coverage annually as
long as City, or its employees or agents face an exposure from operations of
any type pursuant to this agreement. This obligation applies whether the
agreement is canceled or terminated for any reason. Termination of this
obligation is not effective until City executes a written statement to that effect.
15. Contracting Party shall provide proof that policies of insurance
required herein expiring during the term of this Agreement have been renewed
or replaced with other policies providing at least the same coverage. Proof
that such coverage has been ordered shall be submitted prior to expiration.
A coverage binder or letter from Contracting Party’s insurance agent to this
effect is acceptable. A certificate of insurance and an additional insured
endorsement is required in these specifications applicable to the renewing or
new coverage must be provided to City within five (5) days of the expiration
of coverages.
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Exhibit E
Page 6 of 6
16. The provisions of any workers’ compensation or similar act will not
limit the obligations of Contracting Party under this agreement. Contracting
Party expressly agrees not to use any statutory immunity defenses under such
laws with respect to City, its employees, officials, and agents.
17. Requirements of specific coverage features, or limits contained in
this section are not intended as limitations on coverage, limits or other
requirements nor as a waiver of any coverage normally provided by any given
policy. Specific reference to a given coverage feature is for purposes of
clarification only as it pertains to a given issue and is not intended by any
party or insured to be limiting or all-inclusive.
18. These insurance requirements are intended to be separate and
distinct from any other provision in this Agreement and are intended by the
parties here to be interpreted as such.
19. The requirements in this Exhibit supersede all other sections and
provisions of this Agreement to the extent that any other section or provision
conflicts with or impairs the provisions of this Exhibit.
20. Contracting Party agrees to be responsible for ensuring that no
contract used by any party involved in any way with the project reserves the
right to charge City or Contracting Party for the cost of additional insurance
coverage required by this agreement. Any such provisions are to be deleted
with reference to City. It is not the intent of City to reimburse any third party
for the cost of complying with these requirements. There shall be no recourse
against City for payment of premiums or other amounts with respect thereto.
21. Contracting Party agrees to provide immediate notice to City of
any claim or loss against Contracting Party arising out of the work performed
under this agreement. City assumes no obligation or liability by such notice,
but has the right (but not the duty) to monitor the handling of any such claim
or claims if they are likely to involve City.
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Exhibit F
Page 1 of 3
Exhibit F
Indemnification
F.1 Indemnity for the Benefit of City.
a. Indemnification for Professional Liability. When the law
establishes a professional standard of care for Contracting Party’s Services, to
the fullest extent permitted by law, Contracting Party shall indemnify, protect,
defend (with counsel selected by City), and hold harmless City and any and
all of its officials, employees, and agents (“Indemnified Parties”) from and
against any and all claims, losses, liabilities of every kind, nature, and
description, damages, injury (including, without limitation, injury to or death
of an employee of Contracting Party or of any subcontractor), costs and
expenses of any kind, whether actual, alleged or threatened, including,
without limitation, incidental and consequential damages, court costs,
attorneys’ fees, litigation expenses, and fees of expert consultants or expert
witnesses incurred in connection therewith and costs of investigation, to the
extent same are caused in whole or in part by any negligent or wrongful act,
error or omission of Contracting Party, its officers, agents, employees or
subcontractors (or any entity or individual that Contracting Party shall bear
the legal liability thereof) in the performance of professional services under
this agreement. With respect to the design of public improvements, the
Contracting Party shall not be liable for any injuries or property damage
resulting from the reuse of the design at a location other than that specified
in Exhibit A without the written consent of the Contracting Party.
b. Indemnification for Other Than Professional Liability. Other
than in the performance of professional services and to the full extent
permitted by law, Contracting Party shall indemnify, defend (with counsel
selected by City), and hold harmless the Indemnified Parties from and against
any liability (including liability for claims, suits, actions, arbitration
proceedings, administrative proceedings, regulatory proceedings, losses,
expenses or costs of any kind, whether actual, alleged or threatened,
including, without limitation, incidental and consequential damages, court
costs, attorneys’ fees, litigation expenses, and fees of expert consultants or
expert witnesses) incurred in connection therewith and costs of investigation,
where the same arise out of, are a consequence of, or are in any way
attributable to, in whole or in part, the performance of this Agreement by
Contracting Party or by any individual or entity for which Contracting Party is
legally liable, including but not limited to officers, agents, employees, or
subcontractors of Contracting Party.
c. Indemnity Provisions for Contracts Related to Construction
(Limitation on Indemnity). Without affecting the rights of City under any
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Exhibit F
Page 2 of 3
provision of this agreement, Contracting Party shall not be required to
indemnify and hold harmless City for liability attributable to the active
negligence of City, provided such active negligence is determined by
agreement between the parties or by the findings of a court of competent
jurisdiction. In instances where City is shown to have been actively negligent
and where City’s active negligence accounts for only a percentage of the
liability involved, the obligation of Contracting Party will be for that entire
portion or percentage of liability not attributable to the active negligence of
City.
d. Indemnification Provision for Design Professionals.
1. Applicability of this Section F.1(d). Notwithstanding
Section F.1(a) hereinabove, the following indemnification provision shall apply
to a Contracting Party who constitutes a “design professional” as the term is
defined in paragraph 3 below.
2. Scope of Indemnification. When the law establishes a
professional standard of care for Contracting Party’s Services, to the fullest
extent permitted by law, Contracting Party shall indemnify and hold harmless
City and any and all of its officials, employees, and agents (“Indemnified
Parties”) from and against any and all losses, liabilities of every kind, nature,
and description, damages, injury (including, without limitation, injury to or
death of an employee of Contracting Party or of any subcontractor), costs and
expenses, including, without limitation, incidental and consequential
damages, court costs, reimbursement of attorneys’ fees, litigation expenses,
and fees of expert consultants or expert witnesses incurred in connection
therewith and costs of investigation, to the extent same are caused by any
negligent or wrongful act, error or omission of Contracting Party, its officers,
agents, employees or subcontractors (or any entity or individual that
Contracting Party shall bear the legal liability thereof) in the performance of
professional services under this agreement. With respect to the design of
public improvements, the Contracting Party shall not be liable for any injuries
or property damage resulting from the reuse of the design at a location other
than that specified in Exhibit A without the written consent of the Contracting
Party.
3. Design Professional Defined. As used in this
Section F.1(d), the term “design professional” shall be limited to licensed
architects, registered professional engineers, licensed professional land
surveyors and landscape architects, all as defined under current law, and as
may be amended from time to time by Civil Code § 2782.8.
F.2 Obligation to Secure Indemnification Provisions. Contracting
Party agrees to obtain executed indemnity agreements with provisions
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Page 3 of 3
identical to those set forth herein this Exhibit F, as applicable to the
Contracting Party, from each and every subcontractor or any other person or
entity involved by, for, with or on behalf of Contracting Party in the
performance of this Agreement. In the event Contracting Party fails to obtain
such indemnity obligations from others as required herein, Contracting Party
agrees to be fully responsible according to the terms of this Exhibit. Failure
of City to monitor compliance with these requirements imposes no additional
obligations on City and will in no way act as a waiver of any rights hereunder.
This obligation to indemnify and defend City as set forth in this Agreement are
binding on the successors, assigns or heirs of Contracting Party and shall
survive the termination of this Agreement.
NON-COLLUSION AFFIDAVIT FORM
Must be executed by proposer and submitted with the proposal
I, __________________________________ (name) hereby declare as follows:
I am ______________________________ of _________________________,
(Title) (Company)
the party making the foregoing proposal, that the proposal is not made in the interest of, or on behalf
of, any undisclosed person, partnership, company, association, organization, or corporation; that the
proposal is genuine and not collusive or sham; that the proposer has not directly or indirectly induced
or solicited any other proposer to put in a false or sham proposal, and has not directly or indirectly
colluded, conspired, connived, or agreed with any proposer or anyone else to put in a sham proposal,
or that anyone shall refrain from proposing; that the proposer has not in any manner, directly or
indirectly, sought by agreement, communication, or conference with anyone to fix the proposal price
of the proposer or any other proposer, or to fix any overhead, profit, or cost element of the proposal
price, or of that of any other proposer, or to secure any advantage against the public body awarding
the agreement of anyone interested in the proposed agreement; that tall statements contained in
the proposal are true; and, further, that the proposer has not, directly or indirectly, submitted his or
her proposal price or any breakdown thereof, or the contents thereof, or divulged information or data
relative hereto, or paid, and will not pay, any fee to any corporation, partnership, company,
association, organization, proposal depository, or to any member or agent thereof to effectuate a
collusive or sham proposal.
I declare under penalty of perjury under the laws of the State of California that the foregoing is true
and correct.
Proposer Signature: _______________________________________
Proposer Name: _______________________________________
Proposer Title: ______________________________________
Company Name: _______________________________________
Address: _______________________________________
ATTACHMENT 4