Parking and Traffic Technical Memorandum
NICTD Double Track NWI (DT‐NWI) Milepost (MP) 58.8 to MP 32.2
Gary to Michigan City, IN
August 18, 2017
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NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
NICTD Double Track – Parking and Traffic Technical Memorandum
Table of Contents List of Acronyms ...... iii 1.0 Introduction ...... 1 1.1 Legal/Regulatory Context and Methodology ...... 2 2.0 Gary/Miller Station ...... 4 2.1 Existing Conditions ...... 6 2.2 Proposed Parking Additions ...... 8 2.3 Traffic Analyses ...... 11 3.0 Portage/Ogden Dunes Station ...... 15 3.1 Existing Conditions ...... 17 3.2 Proposed Parking Additions ...... 19 3.3 Traffic Analyses ...... 23 4.0 Dune Park Station ...... 28 4.1 Existing Conditions ...... 28 4.2 Proposed Parking Additions ...... 31 4.3 Traffic Analyses ...... 34 5.0 11th Street (Michigan City) Station ...... 39 5.1 Existing Conditions ...... 39 5.2 Proposed Parking Additions ...... 42 5.3 Traffic Analyses ...... 47 5.4 Michigan City Street Network Changes ...... 49 6.0 References ...... 50
Tables Table 2-1. Gary/Miller Station Existing (2015) Daily Ridership Estimate ...... 6 Table 2-2. Existing (2015) Park-and-Ride Lots and Supply at Gary/Miller Station ...... 6 Table 2-3. Gary/Miller Station Daily Ridership Forecasts ...... 8 Table 2-4. Proposed Park-and-Ride Lots and Supply at Gary/Miller Station ...... 8 Table 2-5. Gary/Miller Station Opening Year – Build (2022) Level of Service ...... 14 Table 2-6. Portage/Ogden Dunes Station Existing (2015) Daily Ridership Estimate ...... 17 Table 2-7. Existing (2015) Park-and-Ride Lots and Supply at Portage/ Ogden Dunes Station ...... 17 Table 2-8. Portage/Ogden Dunes Station Existing (2017) Level of Service ...... 19 Table 2-9. Portage/Ogden Dunes Station Daily Ridership Forecasts ...... 20 Table 2-10. Proposed Park-and-Ride Lots and Supply at Portage/Ogden Dunes Station ...... 20 Table 2-11. Portage/Ogden Dunes Station Opening Year – No Build (2022) Level of Service ...... 23 Table 2-12. Portage/Ogden Dunes Station Opening Year – Build (2022) Level of Service ...... 27 Table 2-13. Portage/Ogden Dunes Station 2040 – Build Level of Service ...... 27 Table 2-14. Dune Park Station Existing (2015) Daily Ridership Estimate ...... 28 Table 2-15. Existing Park-and-Ride Lots and Supply at Dune Park Station ...... 28
i NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Table 2-16. Dune Park Station Existing (2017) Level of Service ...... 31 Table 2-17. Dune Park Station Daily Ridership Forecasts ...... 31 Table 2-18. Proposed Park-and-Ride Lots and Supply at Dune Park Station ...... 32 Table 2-19. Dune Park Station Opening Year – No Build (2022) Level of Service ...... 34 Table 2-20. Dune Park Station Opening Year – Build (2022) Level of Service ...... 38 Table 2-21. Dune Park Station 2040 – Build Level of Service ...... 38 Table 2-22. 11th Street (Michigan City) Station Existing (2015) Daily Ridership Estimate ...... 39 Table 2-23. Existing Park-and-Ride Lots and Supply at 11th Street (Michigan City) Station ...... 39 Table 2-24. 11th Street (Michigan City) Station Existing (2017) Level of Service ...... 42 Table 2-25. 11th Street (Michigan City) Daily Ridership Forecasts ...... 43 Table 2-26. Proposed Park-and-Ride Lots and Supply at 11th Street (Michigan City) Station ...... 44 Table 2-27. 11th Street (Michigan City) Station Opening Year – Build (2022) Level of Service ...... 48 Table 2-28. 11th Street (Michigan City) Station 2040 – Build Level of Service ...... 48 Table 2-29. 11th Street (Michigan City) Station Road Network Changes...... 49
Figures Figure 2-1. U.S. 12/20 Realignment (by INDOT), with Gary/Miller Station ...... 5 Figure 2-2. Gary/Miller Station Park-and-Ride Parking – Existing (2015) ...... 7 Figure 2-3. Gary/Miller Station Park-and-Ride Parking – Existing (2015) and Opening Year – Build (2022) ...... 10 Figure 2-4. Gary/Miller Station – Opening Year – No Build (2022) Peak Hour Volumes ...... 12 Figure 2-5. Gary/Miller Station – Opening Year – Build (2022) Peak Hour Volumes ...... 13 Figure 2-6. Portage/Ogden Dunes Station Park-and-Ride Parking Areas – Existing ...... 16 Figure 2-7. Portage/Ogden Dunes Station – Existing Peak Hour Volumes ...... 18 Figure 2-8. Portage/Ogden Dunes Station Park-and-Ride Parking Areas – Existing (2015), Opening Year (2022), and 2040 – Build ...... 22 Figure 2-9. Portage/Ogden Dunes Station – Opening Year – No Build (2022) Peak Hour Volumes ...... 24 Figure 2-10. Portage/Ogden Dunes Station – Opening Year – Build (2022) Peak Hour Volumes ...... 25 Figure 2-11. Portage/Ogden Dunes Station – 2040 – Build Peak Hour Volumes ...... 26 Figure 2-12. Dune Park Station Park-and-Ride Parking Areas – Existing ...... 29 Figure 2-13. Dune Park Station – Existing Peak Hour Volumes ...... 30 Figure 2-14. Dune Park Station Park-and-Ride Parking Areas – Existing, Opening Year (2022), and 2040 – Build ...... 33 Figure 2-15. Dune Park Station – Opening Year – No Build (2022) Peak Hour Volumes ...... 35 Figure 2-16. Dune Park Station – Opening Year – Build (2022) Peak Hour Volumes ...... 36 Figure 2-17. Dune Park Station – 2040 – Build Peak Hour Volumes ...... 37 Figure 2-18. 11th Street (Michigan City) Station Park-and-Ride Parking Areas – Existing ...... 41 Figure 2-19. 11th Street (Michigan City) Station Lot 2 Ground Floor with Retail ...... 45 Figure 2-20. 11th Street (Michigan City) Station Park-and-Ride Parking Areas – Opening Year and 2040 – Build ...... 46
Appendices Appendix A – Synchro Output Reports Appendix B – Traffic Data
ii NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
List of Acronyms Acronym Definition AM traffic morning peak hour generally occurs between 5:45 and 9:00 CSS Chicago South Shore and South Bend Railroad INDOT Indiana Department of Transportation LOS level of service MP Milepost NICTD Northern Indiana Commuter Transportation District PM traffic evening peak hour generally occurs between 3:45 and 6:00 SSL South Shore Line TCDS Traffic Count Database System TOD transit-oriented development
iii NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
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iv NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
1.0 INTRODUCTION The Northern Indiana Commuter Transportation District (NICTD), in cooperation with the Federal Transit Administration, proposes improvements and expansion of a 26.6-mile segment of the South Shore Line (SSL) between Gary and Michigan City. The SSL is an important component of Northwest Indiana’s transportation system, and double tracking would provide a more competitive transportation option between Northwest Indiana and Chicago. The proposed improvements would better connect the region by providing faster, more frequent, and more reliable train service.
The proposed Project limits are defined by mileposts (MPs) and are described from west to east. The proposed Project begins in Gary at MP 58.8, west of Virginia Street, and ends at MP 32.2, near Carroll Avenue in Michigan City. The total distance is 26.6 miles. Nearly 6.5 miles of double-track mainline already exists within the proposed Project limits, generally between the east end of Gary (MP 54.0) and Burns Harbor (MP 47.5). There are also three separate passing sidings totaling 2.2 miles. Therefore, the total distance of existing double track is 8.7 miles.
Within the 26.6-mile Project Area, the proposed Project would include 1.8 miles of signal work at the far west and east ends of the project, generally between MP 58.8 and 58.1 and MP 33.3 and 32.2, and the construction of 16.1 miles of new second mainline track and new overhead contact system (OCS or catenary) between MP 58.1 in Gary and MP 33.3 in Michigan City. These MPs roughly correspond with Tennessee Street in Gary and Michigan Boulevard in Michigan City. At the east end of the Project Area, between MP 35.2 (Sheridan Avenue) and MP 33.3 (Michigan Boulevard) in Michigan City, the proposed Project would replace 1.9 miles of embedded, in-street track in 10th and 11th Streets with a segregated, double track rail corridor. The Project removes 21 road/rail crossings between Sheridan Avenue and Michigan Boulevard. Along 10th Street, the proposed Project would remove three road/rail crossings by closing and creating cul-de-sacs at three streets south of 10th Street. Also, by virtue of realigning the realigned tracks out of the roadway, eight other road/rail crossings would be removed. Along 11th Street, 10 streets would have a cul-de-sac north of the newly aligned SSL tracks, thereby removing the road/rail crossings. The remaining open crossings would be upgraded with automatic warning devices consisting of flashers, gates, and bells.
To support the additional ridership, service frequency, and operational flexibility of the proposed Project, the five stations in the Project Area [(Gary/Miller, Portage/Ogden Dunes, Dune Park, Beverly Shores, and 11th Street/Michigan City)] would be improved. All stations would need to accommodate the continued operation of CSS freight trains.
Today’s SSL commuter service between Chicago and South Bend includes 19 daily, weekday inbound (westbound) trains and 20 daily, weekday outbound (eastbound) trains. NICTD operates nine peak-hour weekday westbound SSL trains in the morning (AM) peak hours (5:45 AM to 9 AM) and eight weekday peak-hour eastbound trains in the afternoon (PM) peak hours (3:45 PM to 6 PM).
NICTD’s peak trains currently operate at 103 percent seating capacity (NICTD 2016), surpassing the 95 percent capacity threshold that the Federal Transit Administration has established for Core Capacity federal funding. Between 4:28 PM and 5:10 PM on any given weekday, there are 2,379 riders on three eastbound trains (#113, #115, and #15), with only 2,304 seats available. Train #115, which leaves downtown Chicago at 4:57 PM, is the most crowded, operating at 116 percent capacity with more than 900 passengers. There were 12,135 total riders per day estimated on the SSL commuter line for base year 2015.
1 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
This technical memorandum considers potential impacts on parking and traffic that would result from the proposed Project.
1.1 LEGAL/REGULATORY CONTEXT AND METHODOLOGY
The sources of reference for the traffic impact analysis, proposed mitigation measures, and parking lot layout design, were the Indiana Department of Transportation (INDOT) 2013 Design Manual, Chapters 41 and 53, and relevant local city codes. All impact and capacity analyses followed the methodologies found in the Highway Capacity Manual (Transportation Research Board 2010).
In March 2017, the Project Team updated ridership forecasts for both the West Lake Extension and Double Track projects, refreshing the forecasts previously developed in January 2016 for the NICTD Strategic Business Plan commuter alternatives. The ridership forecasts for the Opening Day and 2040 scenarios were obtained from Tables 6 and 7 of the Ridership Forecasts (NICTD 2017) memorandum. The ridership forecasts were broken down by mode of access and included Park-and-Ride, Kiss-and- Ride, walk, and transfer ridership categories. NICTD intends to put new parking lots into service in 2020. However, 2022 represents future parking and traffic conditions for the Opening Year – Build (2022), since parking demand would not be realized on opening day.
The auto occupancy factor used for converting Park-and-Ride ridership to equivalent parking spaces ranges from 1.00 to 1.19, depending on the existing parking constraints, land use, and socioeconomic characteristics of the travel markets associated with each station. Parking demand is derived by dividing projected ridership by the auto occupancy factor.
New parking lots would be constructed at four stations along the SSL commuter line as follows:
Gary/Miller Station Portage/Ogden Dunes Station Dune Park Station 11th Street (Michigan City) Station
Traffic impact analyses were performed to determine whether the additional commuter traffic would affect the adjacent roadways and/or site driveways. Four scenarios were analyzed:
Existing (2017) Opening Year – No Build (2022) Opening Year – Build (2022) 2040 – Build
More details about the build scenarios follow, as defined in the ridership model (NICTD 2017).
The Opening Year – Build (2022) scenario assumes the SSL double tracking would be in place and modest improvements in travel time and train frequency would be achieved. The modest improvements would include a slight delay reduction (3 minutes) and an increase in the number of trains (three trains) in the peak hours.
The 2040 – Build scenario represents a high level of investment in the SSL. The improvements (reductions) in travel times would be substantial with this schedule as compared with the Opening Year – Build (2022) scenario. The 2040 – Build scenario would offer higher levels of frequency than the Opening Year – Build (2022) scenario, with 20 westbound trains in the morning and early afternoon, an increase of 3 additional trains over the Opening Year – Build (2022) scenario. The higher train speeds and
2 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum socioeconomic growth in the corridor would result in high levels of Park-and-Ride ridership and would require substantial parking shadow prices to constrain parking demand to the available supply.
At each station, intersections that would be affected by commuter traffic were identified. These intersections were selected based on their proximity to the parking lots. Depending on planned and programmed improvements surrounding the station area, all or some of the analysis scenarios (Existing, Opening Year – No Build [2022], Opening Year – Build [2022], and 2040 – Build) were entered into the micro simulation software Synchro (version 8), to identify any impacts that would result from proposed commuter traffic. The Synchro analysis included all NICTD parking lot access points and adjacent signalized intersections within one-half mile or less (see Appendix A for Synchro output reports).
Impacts were identified by the resultant level of service (LOS) of the intersections. LOS A is the most favorable (best traffic flow and least delay), LOS E represents saturated or at-capacity conditions, and LOS F is the worst (oversaturated conditions). LOS C is the minimum acceptable LOS for most roadways in Indiana. An impact would occur if traffic generated by the additional parking would cause the LOS of the intersection to fall below LOS C (i.e., LOS D, E, or F). Recommendations were developed to mitigate any identified impacts.
At any location where a large user population exits at once, such as at a commuter lot, a lower LOS is expected. The lower LOS generally occurs for a short period of time (15 minutes or less) and, thus, a LOS less than D for an access drive or stop-controlled local street during these periods is acceptable. The Project Team, as a part of this technical memorandum, also provides recommendations for the location of the new parking areas and accommodations of the proposed driveways.
3 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
2.0 GARY/MILLER STATION The Gary/Miller Station is located between U.S. 20 and 7th Avenue near Lake Street and MP 55. Ridership would increase by 2022 because of the proposed Project, and would continue to increase through 2040. As a result, additional parking is proposed at the Gary/Miller Station.
Concurrently with the Environmental Assessment for the proposed Project, INDOT is completing a Categorical Exclusion for the study of rerouting U.S. 12 to complement the proposed Project. U.S. 12 traffic will be rerouted to a perpendicular intersection with U.S. 20 approximately 1,200 feet east of Lake Street and the Gary/Miller Station. The existing NICTD/CSS track is proposed to be realigned within the space created by the vacation of U.S. 12. (Figure 2-1). As part of the INDOT study, pedestrian facilities along U.S. 20 will be upgraded. Coordination between INDOT and NICTD is ongoing.
4 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 2-1. U.S. 12/20 Realignment (by INDOT), with Gary/Miller Station
5 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
2.1 EXISTING CONDITIONS
RIDERSHIP ESTIMATE
Table 2-1 summarizes the ridership for the existing condition (2015) at the Gary/Miller Station, by mode of access.
Table 2-1. Gary/Miller Station Existing (2015) Daily Ridership Estimate Mode of Access Existing (2015) Walk 18 Kiss-and-Ride 48 Park-and-Ride 306 Transfer 1 Total 373
PARKING SUPPLY
Two surface parking lots exist at the Gary/Miller Station, totaling 248 Park-and-Ride parking spaces (Table 2-2). Lot 1 is a one-way westbound diagonal parking lot and Lot 2 provides the majority of the available parking. Figure 2-2 shows the Gary/Miller Station and its lots. Lot 2 has two-way access from both U.S. 12 and U.S. 20. Commuters use other undeveloped lots, not designated for NICTD use, for parking. A pedestrian crosswalk with overhead flashing yellow lights exists across U.S. 12 between Lot 2 and the station. East of Lot 1, a Kiss-and-Ride drive aisle also exists.
Table 2-2. Existing (2015) Park-and-Ride Lots and Supply at Gary/Miller Station Number of Existing Parking Lot Number Parking Spaces 1 50 2 198 Total 248
6 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 2-2. Gary/Miller Station Park-and-Ride Parking – Existing (2015)
7 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
2.2 PROPOSED PARKING ADDITIONS
RIDERSHIP FORECAST
Table 2-3 summarizes the ridership forecasts for the Gary/Miller Station, which are broken down into trips by mode of access for both the Opening Year – Build (2022) and 2040 – Build scenarios.
Table 2-3. Gary/Miller Station Daily Ridership Forecasts Opening Year – Build Mode of Access 2040 – Build (2022) Walk 39 59 Kiss-and-Ride 126 182 Park-and-Ride 709 935 Transfer 26 72 Total 900 1,248 Source: NICTD 2017
PARKING SUPPLY AND DEMAND
PARK-AND-RIDE
To determine the parking demand to be provided in Opening Year – Table 2-4. Proposed Park-and- Build (2022) and 2040 – Build, a vehicle occupancy ratio of 1.19 was Ride Lots and Supply at used. The simple equation of ridership divided by auto occupancy Gary/Miller Station equals parking demand results in a Park-and-Ride demand for Opening Year – Build (2022) of 596 spaces. For 2040 – Build, the Parking Lot Number of Number Parking Spaces parking demand would be 786 spaces. Table 2-4 details the number of parking spaces that would be provided by the proposed lots. 1 0 Although it appears that these improvements would not meet the 2 167 2040 parking demand, additional improvements by the City of Gary 3 250 (detailed below) would provide sufficient parking supply. 4 89 The configuration of the existing NICTD-owned parcels and those 5 237 required for the proposed Project would accommodate 743 spaces. Total 743 For Opening Year – Build (2022), Lot 1 would be closed to avoid pedestrians crossing multiple tracks at the station and existing Lot 2 would be expanded to include Lots 3 and 4. The parking layout of Lot 2 would be modified to be contiguous with Lots 3 and 4, yielding 506 spaces, which would not be enough for Opening Year. As such, Lot 5, located east of Lake Street, would be constructed. Two driveways are proposed for Lots 2 through 4 off U.S. 20 and one right-in/right-out only driveway off Lake Street. Full access would not be provided to/from Lake Street because of the proximity of the access to the rail crossing. One driveway is proposed off U.S. 20 for Lot 5. Figure 2-3 shows the parking lot areas and locations of proposed driveways.
The City of Gary is in the process of completing a transit-oriented development (TOD) study. The study encompasses redevelopment of the area surrounding the Gary/Miller Station, including several of the existing and proposed parking lots. As a part of their TOD study, Gary is proposing a future a parking garage(s) that will eventually be placed near or at the surface Lots 2 and 4. The parking garage(s) would
8 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum provide parking for the TOD demand as well as existing and future commuter parking demand. To ensure adequate parking for the station is maintained during construction of the garage(s), alternate parking lots may be constructed north of the tracks or at other available properties.
9 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 2-3. Gary/Miller Station Park-and-Ride Parking – Existing (2015) and Opening Year – Build (2022)
10 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
KISS-AND-RIDE
Existing Kiss-and-Ride peak-hour traffic at Gary/Miller Station is unknown; however, Kiss-and-Ride traffic was estimated at nearby stations (Portage/Ogden Dunes and Dune Park) using the driveway counts that were conducted on January 19, 2017. These results were applied to the Gary/Miller Station.
An estimated 30 to 53 percent of Kiss-and-Ride riders arrive/depart during each of the identified AM and PM peak hours. A conservative assumption of 50 percent of the Kiss-and-Ride ridership arriving at the station during each AM and PM peak hour was used to determine the Kiss-and-Ride demand. The daily Kiss-and-Ride ridership estimate for Opening Year – Build (2022) and 2040 – Build scenarios would be 126 and 182 riders, respectively. Assuming one rider per vehicle and three trains that arrive/depart during each AM and PM peak hour, approximately 21 Kiss-and-Ride vehicle spaces would be provided in Opening Year – Build (2022) per train during each AM and PM peak hour. In the 2040 – Build scenario, this number would increase to 31. The Kiss-and-Ride spaces would be accommodated in Lot 4 (see Figure 2-3) and would be signed for 30-minute parking.
2.3 TRAFFIC ANALYSES
Forecasting and analyses were performed at the proposed driveways with U.S. 20 and Lake Street to determine the impacts of future commuter traffic. NICTD did not study the future condition of the intersection of U.S. 20 and Lake Street since any future improvements will be evaluated by INDOT in the U.S. 12 rerouting study, as previously described.
Opening Year – No Build (2022) traffic data are included for reference and as input in the analyses performed (see Figure 2-4). The two scenarios analyzed during the AM and PM peak hours are as follows:
Opening Year – Build (2022) 2040 – Build
SITE-GENERATED TRAFFIC AND DISTRIBUTION
The estimated Gary/Miller Station ridership for Opening Year – Build (2022) and 2040 – Build is known. At nearby stations, approximately 30 to 50 percent of riders arrive and/or depart the stations during each of the peak hours. For this analysis, a conservative 50 percent was used. The AM peak hour trips were distributed to each of the proposed parking lots, assuming the lot closest to the station (Lot 2) would be filled first. It was assumed that 25 percent of the Park-and-Ride demand arrived at the station before the AM peak hour. For the PM peak hour, the demand was removed from each lot based on the size and number of parking spaces supplied. Traffic was distributed onto the existing street network using a percent by direction of travel that is based on the peak-hour volumes from INDOT’s Traffic Count Database System (TCDS) website.
OPENING YEAR – BUILD (2022)
The Opening Year – Build (2022) scenario includes the Opening Year – No Build (2022), as shown in Figure 2-4, plus the site-generated and distributed traffic because of the improvement. Traffic from the closure of U.S. 12 is added to the estimated peak hour volumes on U.S. 20. Figure 2-5 shows the Opening Year – Build (2022) estimated peak hour volumes.
11 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 2-4. Gary/Miller Station – Opening Year – No Build (2022) Peak Hour Volumes
12 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 2-5. Gary/Miller Station – Opening Year – Build (2022) Peak Hour Volumes
13 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
The results of the analysis for the Opening Year – Build (2022) are summarized in Table 2-5.
Table 2-5. Gary/Miller Station Opening Year – Build (2022) Level of Service Location AM Peak Hour PM Peak Hour U.S. 20 and Gary/Miller Station Entrance A A D U.S. 20 and Gary/Miller Station Entrance B C E Lake Street and Gary/Miller Station Entrance C A B U.S. 20 and Gary/Miller Station Entrance D A D
All driveways of the Gary/Miller Station proposed parking areas would operate at acceptable LOS for the AM peak hour when traffic on the roadway network is relatively light. In the PM peak hour, the driveways would operate at less than a desirable level given the nature of the land use and short influx of peak traffic from the station combined with the heavier flow of traffic on the roadway network. U.S. 20 and Lake Street through traffic at the access drives would continue to be free flow. No improvements are needed in Opening Year – Build (2022).
2040 – BUILD
As mentioned previously, Gary is proposing a parking garage(s) that would replace the surface lots proposed as part of a future TOD program. Gary would complete traffic impact analyses once the location and design of the new parking garage(s) have been determined. NICTD has coordinated with Gary, and the future parking garage(s) would accommodate the 2040 – Build demand for transit and the demand generated by the TOD development. Staging of parking is anticipated for the parking garage construction. With the relocation of U.S. 12 to U.S. 20, the U.S. 12 right-of-way and the existing Lot 1 area would be available, as well as additional area in Lot 5. These sites would allow for staging of parking during initial and future construction.
14 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
3.0 PORTAGE/OGDEN DUNES STATION Ridership would increase by 2022 because of the proposed Project and would remain steady into 2040. As a result, additional parking is proposed at the Portage/Ogden Dunes Station. Figure 3-1 shows the existing parking area.
15 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 3-1. Portage/Ogden Dunes Station Park-and-Ride Parking Areas – Existing
16 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
3.1 EXISTING CONDITIONS
RIDERSHIP ESTIMATE
Table 3-1 summarizes the ridership for the existing condition at the Portage/Ogden Dunes Station by mode of access.
Table 3-1. Portage/Ogden Dunes Station Existing (2015) Daily Ridership Estimate Mode of Access Existing (2015) Walk 0 Kiss-and-Ride 46 Park-and-Ride 230 Transfer 0 Total 276 Source: NICTD 2017
PARKING SUPPLY
One existing surface parking lot at the Portage/Ogden Dunes Table 3-2. Existing (2015) Park-and- Station provides 230 parking spaces for station users. There Ride Lots and Supply at Portage/ is one entering driveway, Entrance A, and one exiting Ogden Dunes Station driveway, Exit B. Figure 3-1 shows the existing lot and Parking Lot Number of Existing Table 3-2 summarizes the total number of existing parking Number Parking Spaces spaces. There is no designated Kiss-and-Ride area at the 1 230 Portage/Ogden Dunes Station. Total 230 TRAFFIC AND OPERATIONS
Peak hour turning movement volumes were obtained on January 19, 2017, at the signalized U.S. 12 and Hillcrest Road intersection, the entering driveway to the existing station parking lot on Hillcrest Road (Entrance A), and the exiting driveway from the parking lot at U.S. 12 and Dune Harbor Drive (Exit B). Counts were conducted only for the turning movements.
Through volumes on U.S. 12 were obtained from available hourly count data on INDOT’s TCDS website. For a conservative analysis, even though they may not occur at the same time, the peak hour of the driveway for all turning movements and the two-way peak hour volumes, determined from INDOT’s TCDS website, west of Hillcrest Road, were added together. Existing traffic on Stagecoach Road was assumed minimal based on the existing land use it serves. Error! Reference source not found. shows the existing peak-hour traffic volumes. Traffic control, lane geometry, and other roadway characteristics were also gathered in the field. Intersection geometry and traffic control for the intersections are described in the following sections.
U.S. 12 AND HILLCREST ROAD
The U.S. 12 and Hillcrest Road intersection is signalized. U.S. 12 is one lane in each direction with a left- and right-turn lane onto Hillcrest Road. Hillcrest Road has a right-turn lane and a shared through and left- turn lane at the intersection. There are no pedestrian accommodations.
17 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 3-2. Portage/Ogden Dunes Station – Existing Peak Hour Volumes
18 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
HILLCREST ROAD AT PORTAGE/OGDEN DUNES STATION ENTRANCE A
The entrance to the existing Portage/Ogden Dunes station parking lot is located off of Hillcrest Road and is one way, entering only. No exclusive turning lanes are provided on Hillcrest Road into the parking lot; however, the roadway is wide enough that through vehicles can maneuver around vehicles turning into the driveway.
U.S. 12 AND PORTAGE/OGDEN DUNES STATION EXIT B/DUNE HARBOR DRIVE
Exit B is the exit of the Portage/Ogden Dunes parking lot and is located on U.S. 12 across from Dune Harbor Drive. The intersection is not signalized. The station exit and Dune Harbor Drive are stop- controlled. Flashing caution beacons exist at this location. The station exit is wide enough to provide exclusive left- and right- turn lanes; however, no pavement markings designate lane usage. U.S. 12 is one lane in each direction with an eastbound right-turn lane to Dune Harbor Drive.
U.S. 12 AND STAGECOACH ROAD
U.S. 12 and Stagecoach Road is an unsignalized T-intersection located approximately 580 feet east of the existing signalized intersection at U.S. 12 and Hillcrest Road. Stagecoach Road is under stop control. The proposed parking lot driveway would be located off of Stagecoach Road. Turning lanes are not provided on U.S. 12 or on Stagecoach Road at this location. Stagecoach Road is a two-lane road.
The AM and PM peak hour turning movements were entered into a traffic micro simulation model for the identified roadway network. The analysis was based on existing (2017) traffic control and geometry. All intersections and driveways operate at an acceptable LOS, as summarized in Table 3-3.
Table 3-3. Portage/Ogden Dunes Station Existing (2017) Level of Service Location AM Peak Hour PM Peak Hour U.S. 12 and Hillcrest Road A B Hillcrest Road and Portage/Ogden Dunes Station A A Entrance A U.S. 12 and Portage/Ogden Dunes Station Exit B/Dune B B Harbor Drive U.S. 12 and Stagecoach Road B B
3.2 PROPOSED PARKING ADDITIONS
RIDERSHIP FORECAST
Table 3-4 summarizes the ridership forecasts for the Portage/Ogden Dunes Station, are broken down into trips by mode of access for both the Opening Year – Building (2022) and 2040 – Building scenarios.
19 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Table 3-4. Portage/Ogden Dunes Station Daily Ridership Forecasts Mode of Access Opening Year – Build (2022) 2040 – Build Walk 0 0 Kiss-and-Ride 116 120 Park-and-Ride 591 501 Transfer 0 0 Total 707 621 Source: NICTD 2017
PARKING SUPPLY AND DEMAND
PARK-AND-RIDE
To determine the Park-and-Ride parking demand in Opening Year – Build (2022) and 2040 – Build, a vehicle occupancy ratio of 1.19 was used. The resultant demand for Opening Year – Build (2022) is 497 spaces and for 2040 – Build is 421 spaces. Proposed platform improvements would result in the removal of existing parking spaces from Lot 1. The overall expansion of parking would also require adding additional Americans with Disabilities Act (ADA) parking spaces to be added in Lot 1. The loss of spaces resulting from these changes would leave 202 Park-and-Ride spaces in the existing lot.
Figure 3-3 shows two proposed additional lots constructed, in Table 3-5. Proposed Park-and-Ride order to accommodate the Opening Year – Build (2022) Lots and Supply at Portage/Ogden parking demand. Lot 2 would provide an additional 265 Dunes Station parking spaces with a driveway off of Stagecoach Road Parking Lot Number of Parking (Entrance C). Lot 3 would provide an additional 89 parking Number Spaces spaces with a driveway off of Hillcrest Road (Entrance D) across from the existing station entrance (Entrance A). 1 202 Table 3-5 shows 556 Park-and-Ride parking spaces in total, 2 265 would be accommodated in all of the proposed lots. The 3 89 restriping of Lot 1 and the construction of Lots 2 and 3 would Total 556 accommodate both the Opening Year – Build (2022) and 2040 – Build demand at the Portage/Ogden Dunes Station.
Safe pedestrian access would be provided from Lot 2 across U.S. 12 to the Portage/Ogden Dunes Station by providing a sidewalk along the south side of U.S. 12 from Lot 2 east to the station Exit B/Dune Harbor Drive, where a crosswalk would be provided. Crossing gates would be added for pedestrians crossing the tracks, and a sidewalk would tie into the proposed station platform. The crossing location and safety controls continue to be coordinated with INDOT and the Town of Portage.
KISS-AND-RIDE
The Kiss-and-Ride ridership estimate for Opening Year – Build (2022) and 2040 – Build scenarios would be 116 and 120 riders, respectively. Given the minimal difference between these two scenarios, the Kiss- and-Ride demand was estimated for the 2040 – Build scenario using the same methodology used for the Gary/Miller Station. In the PM peak hour, there would be an estimated 60 Kiss-and-Ride trips. Three trains would be expected during the PM peak hour, averaging 20 Kiss-and-Ride vehicles per train.
20 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
The existing parking lot does not have any Kiss-and-Ride spaces. Twenty spaces would be assigned in Lot 1 as Kiss-and-Ride with 30-minute waiting.
21 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 3-3. Portage/Ogden Dunes Station Park-and-Ride Parking Areas – Existing (2015), Opening Year (2022), and 2040 – Build
22 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
3.3 TRAFFIC ANALYSES
Forecasting and analyses were performed to determine the impacts on the existing and proposed driveways attributable to the proposed parking expansion. In addition, two adjacent intersections were analyzed because of their proximity to the station. These two intersections include U.S. 12 at Hillcrest Road and at Stagecoach Road. The intersections were analyzed to determine whether any impacts associated with the commuter traffic would occur. Three scenarios were analyzed during the AM and PM peak hours. These scenarios are as follows:
Opening Year – No Build (2022) Opening Year – Build (2022) 2040 – Build
OPENING YEAR – NO BUILD (2022)
To forecast the Opening Year – No Build (2022) scenario, a growth factor of one percent per year was applied to the existing observed traffic on U.S. 12. The factor was based on historical traffic counts in similar areas provided on INDOT’s TCDS website. Parking lot volumes for the Opening Year – No Build (2022) would be maintained as they are today. Figure 3-4 shows the Opening Year – No Build (2022) peak-hour volumes. Table 3-6 shows the results of the analysis for the Opening Year – No Build (2022).
Table 3-6. Portage/Ogden Dunes Station Opening Year – No Build (2022) Level of Service Location AM Peak Hour PM Peak Hour U.S. 12 and Hillcrest Road A B Hillcrest Road and Portage/Ogden Dune Station Exit B A A U.S. 12 and Portage/Ogden Dunes Station Exit B/Dune B B Harbor Drive U.S. 12 and Stagecoach Road B B
SITE-GENERATED TRAFFIC AND DISTRIBUTION
The estimated Portage/Ogden Dunes ridership for Opening Year – Build (2022) and 2040 – Build is known. Existing counts at the station determined that approximately 53 percent of Park-and-Ride vehicles would arrive during the AM peak hour and depart during the PM peak hour. The AM peak-hour trips were distributed to each of the proposed parking lots, assuming the lot closest to the station (Lot 1) would be filled first. It was assumed that 25 percent of the Park-and-Ride demand would arrive at the station before the AM peak hour. For the PM peak hour, the demand was removed from each lot based on the size and number of parking spaces supplied. Traffic was distributed onto the existing street network using a percent by direction of travel that was based on the peak-hour volumes obtained from INDOT’s TCDS website. Figure 3-5 and Figure 3-6 show the Opening Year – Build (2022) and 2040 – Build peak-hour traffic volumes, respectively.
23 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 3-4. Portage/Ogden Dunes Station – Opening Year – No Build (2022) Peak Hour Volumes
24 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 3-5. Portage/Ogden Dunes Station – Opening Year – Build (2022) Peak Hour Volumes
25 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 3-6. Portage/Ogden Dunes Station – 2040 – Build Peak Hour Volumes
26 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Opening Year – Build (2022) The Opening Year – Build (2022) includes the Opening Year – No Build (2022) scenario plus the site- generated and distributed traffic because of the improvements. Table 3-7 shows the results of the analysis for the Opening Year – Build (2022) scenario.
Table 3-7. Portage/Ogden Dunes Station Opening Year – Build (2022) Level of Service Location AM Peak Hour PM Peak Hour U.S. 12 and Hillcrest Road A B Hillcrest Road and Portage/Ogden Dunes Station A A Entrance A/Entrance D U.S. 12 and Portage/Ogden Dunes Station Exit B/Dune B C Harbor Drive U.S. 12 and Stagecoach Road B B Stagecoach Road and Portage/Ogden Dunes Station A A Entrance C
All intersections and driveways to the Portage/Ogden Dunes Station would operate at acceptable LOS for both the AM and PM peak hours. U.S. 12, Hillcrest Road, and Stagecoach Road through traffic at the access drives would continue to be free-flow. No additional improvements would be needed in Opening Year – Build (2022).
2040 – Build The 2040 – Build scenario includes the site-generated and distributed traffic for the Opening Year – Build ridership estimate and background traffic growth, at 1 percent compounded annually, applied to mainline U.S. 12 Opening Year – No Build (2022) volumes. Table 3-8 shows the results of the analysis for the 2040 – Build.
Table 3-8. Portage/Ogden Dunes Station 2040 – Build Level of Service Location AM Peak Hour PM Peak Hour U.S. 12 and Hillcrest Road A B Hillcrest Road and Portage/Ogden Dunes Station A A Entrance A/Entrance D U.S. 12 and Portage/Ogden Dunes Station Exit B B D U.S. 12 and Stagecoach Road B B Stagecoach Road and Portage/Ogden Dunes Station A A Entrance C
The intersections and driveways would continue to operate at acceptable LOS for both the AM and PM peak hours. Although Exit B is projected to operate at a slightly less than desirable LOS, it is expected and acceptable given the nature of the land use and short influx of traffic. U.S. 12, Hillcrest Road, and Stagecoach Road through traffic at the access drives would continue to be free-flow. No improvements would be needed in 2040 – Build.
27 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
4.0 DUNE PARK STATION Ridership is expected to increase in Opening Year because of the proposed Project and would continue to increase through 2040. As a result, additional parking is proposed at the Dune Park Station. The existing and proposed parking areas are shown in Figure 4-1 and Figure 4-3 (Section 2.3.2), respectively.
4.1 EXISTING CONDITIONS
RIDERSHIP ESTIMATE
Table 4-1 summarizes the ridership for the existing condition at the Dune Park Station by mode of access.
Table 4-1. Dune Park Station Existing (2015) Daily Ridership Estimate Mode of Access Existing (2015) Walk 0 Kiss-and-Ride 67 Park-and-Ride 394 Transfer 0 Total 461 Source: NICTD 2017
PARKING SUPPLY
In addition to the commuter station, Dune Park is the location Table 4-2. Existing Park-and-Ride of NICTD’s headquarters. Two lots, separated by an access Lots and Supply at Dune Park Station drive, serve commuters, NICTD employees, and visitors to Parking Lot Number of Existing NICTD’s offices. Lot 1 provides 193 Park-and-Ride parking Number Parking Spaces spaces and 17 designated Kiss-and-Ride spaces. Lot 2 provides 314 Park-and-Ride spaces. In Lot 1, 12 parking 1 193 spaces are designated for non-commuter use. Two access 2 314 drives, west and east, approximately 600 feet apart, provide Total 507 two-way access to both lots. Figure 4-1 shows the location of Park-and-Ride spaces at the Dune Park Station and Table 4-2 summarizes the number of existing Park-and-Ride spaces.
TRAFFIC AND OPERATIONS
Turning movement volumes were counted at the two existing driveways. Counts were conducted only for the turning movements. Through volumes on U.S. 12 were calculated from available hourly count data through INDOT’s TCDS website. For a conservative analysis, the peak hour of the driveway for all turning movements was added and adjusted, with the two-way peak hour volumes, determined from INDOT’s TCDS website, east of the eastern driveway, even though they may not occur at the same time. Figure 4-2 shows the existing peak-hour traffic volumes. Traffic control, lane geometry, and other roadway characteristics were also gathered in the field. Intersection geometry and traffic control for the intersections are described in the following sections.
28 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 4-1. Dune Park Station Park-and-Ride Parking Areas – Existing
29 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 4-2. Dune Park Station – Existing Peak Hour Volumes
30 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
U.S. 12 AND DUNE PARK STATION ENTRANCES (EAST AND WEST)
Both entrances to the Dune Park Station and parking are stop-controlled and provide shared left- and right-turn lanes onto U.S. 12. U.S. 12, a two-lane roadway, operates at free-flow condition at the entrances. Left- or right-turn lanes are not provided at either entrance. However, field observations noted that the available pavement functionally accommodates both left- and right-turn movements without impeding through traffic. Since this was observed in the field as a common occurrence, the driveways were modeled with left- and right-turn lanes on U.S. 12 at the station entrances.
The AM and PM peak hour turning movements were entered into a traffic micro simulation model for the two driveways and analyzed based on existing 2017 traffic control and geometry. Both driveways operate at LOS B during the AM and PM peak hours, as shown in Table 4-3.
Table 4-3. Dune Park Station Existing (2017) Level of Service
Location AMPeakHour PM Peak Hour U.S. 12 and Dune Park Station (West) Entrance B B U.S. 12 and Dune Park Station (East) Entrance A B
4.2 PROPOSED PARKING ADDITIONS
RIDERSHIP FORECAST
Table 4-4 summarizes the ridership forecasts for the Dune Park Station. The trips are broken down into trips by mode of access for both the Opening Year – Build (2022) and 2040 – Build scenarios.
Table 4-4. Dune Park Station Daily Ridership Forecasts Mode of Access Opening Year – Build (2022) 2040 – Build Walk 0 0 Kiss-and-Ride 101 167 Park-and-Ride 574 925 Transfer 0 5 Total 675 1,097 Source: NICTD 2017
31 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
PARKING SUPPLY AND DEMAND
PARK-AND-RIDE
To determine the Park-and-Ride parking demand to be provided in Opening Year – Build (2022) and 2040 – Build, a vehicle occupancy ratio of 1.0 was used for Opening Year – Build to account for high demand over summer months, and 1.05 was used for 2040 – Build. The resultant demand for Opening Year – Build is 574 spaces and for 2040 – Build is 881 spaces.
Lots 1 and 2 remain as is. As shown in Figure 4-3, Table 4-5. Proposed Park-and-Ride Lots and the construction of Lot 3 adjacent to Lot 2 is for Supply at Dune Park Station providing an additional 72 spaces for the Opening Year – Build (2022). A third driveway (new) would be Number of Parking Spaces Parking Lot proposed between Lots 2 and 3, approximately 580 Opening Year Number 2040 – Build feet east of the existing east entrance. To meet 2040 – Build (2022) – Build parking demand, Lot 4 would be constructed 1 193 193 for 307 more spaces. Table 4-5 details the number of parking spaces by lot. A total supply of 579 parking 2 314 314 spaces would be provided to meet Opening Year – 3 72 72 Build (2022) demand. A total supply of 886 parking spaces would be provided to meet 2040 – Build 4 - 307 demand. Total 579 886
KISS-AND-RIDE
Kiss-and-Ride ridership estimates for the Opening Year – Build (2022) and 2040 – Build scenarios are 101 and 167 riders, respectively. The Kiss-and-Ride demand was estimated for the Opening Year – Build (2022) and 2040 – Build scenarios using the methodology discussed for the Gary/Miller Station. In the PM peak hour, there would be an estimated 28 Kiss-and-Ride trips for Opening Year – Build (2022) and 45 Kiss-and-Ride trips for 2040 – Build. Three trains would be expected during the PM peak hour, averaging 10 and 15 Kiss-and-Ride vehicles per train for the Opening Year – Build (2022) and 2040 – Build scenarios, respectively.
Lot 1 has nine dedicated parallel parking spaces used for 30-minute parking only. In addition, 30-minute parallel parking would be signed along a 200-foot section in front of the station (to accommodate approximately eight vehicles). The existing supply for Kiss-and-Ride users would be adequate for the future scenarios. No additional spaces would be proposed or recommended for Kiss-and-Ride use for the Opening Year – Build (2022) or 2040 – Build scenarios.
32 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 4-3. Dune Park Station Park-and-Ride Parking Areas – Existing, Opening Year (2022), and 2040 – Build
33 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
4.3 TRAFFIC ANALYSES
Forecasting and analyses were performed to determine the impacts on the existing and proposed driveways attributable to the proposed parking expansion. Three scenarios were analyzed during the AM and PM peak hours. These scenarios are as follows: Opening Year – No Build (2022) Opening Year – Build (2022) 2040 – Build
OPENING YEAR – NO BUILD (2022)
To determine the Opening Year – No Build (2022) scenario, a growth factor of 1.0 percent per year was applied to the existing traffic on U.S. 12 based on historical traffic counts included on INDOT’s TCDS website. Parking lot volumes for the Opening Year – No Build (2022) would be maintained as existing. Figure 4-4 shows Opening Year – No Build (2022) peak-hour volumes at the driveways. Table 4-6 shows the results of the analysis for the Opening Year – No Build (2022) scenario. Table 4-6. Dune Park Station Opening Year – No Build (2022) Level of Service Location AMPeakHour PM Peak Hour U.S. 12 and Dune Park Station (West) Entrance B B U.S. 12 and Dune Park Station (East) Entrance A B
SITE-GENERATED TRAFFIC AND DISTRIBUTION
The estimated Dune Park Station ridership for Opening Year – Build (2022) and 2040 – Build is known. Existing counts at the station determined that approximately 50 percent of Park-and-Ride vehicles arrive during the AM peak hour and 30 percent depart during the PM peak hour. The AM peak-hour trips were distributed to each of the proposed parking lots, assuming the lot closest to the station (Lot 1) would be filled first. It was assumed that 25 percent of the Park-and-Ride demand would arrive at the station before the AM peak hour. For the PM peak hour, the demand was removed from each lot based on the size and number of parking spaces supplied. Traffic was distributed onto the existing street network using a percentage by direction of travel that is based on the peak-hour volumes from INDOT’s TCDS website.
Peak- hour volumes for the Opening Year – Build (2022) and 2040 – Building scenarios can be found in Figure 4-5 and Figure 4-6, respectively.
34 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 4-4. Dune Park Station – Opening Year – No Build (2022) Peak Hour Volumes
35 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 4-5. Dune Park Station – Opening Year – Build (2022) Peak Hour Volumes
36 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 4-6. Dune Park Station – 2040 – Build Peak Hour Volumes
37 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
OPENING YEAR – BUILD (2022)
Opening Year – Build (2022) includes the Opening Year – No Build (2022) and the site-generated and distributed traffic because of the improvements. The results of the analysis for the Opening Year – Build (2022) scenario are shown in Table 2-20. Table 4-7. Dune Park Station Opening Year – Build (2022) Level of Service Location AM Peak Hour PM Peak Hour U.S. 12 and Dune Park Station (West) Entrance B B U.S. 12 and Dune Park Station (East) Entrance B B U.S. 12 and Dune Park Station (New) Entrance A B
All driveways to the Dune Park Station would operate at acceptable LOS for both the AM and PM peak hours. The U.S. 12 through traffic at the access drives would continue to be free flow. No improvements would be needed.
2040 – BUILD
The 2040 – Build scenario includes the site-generated and distributed traffic for the 2040 ridership estimate and background traffic growth, at 1 percent compounded annually, applied to U.S. 12 from existing year to 2040. Table 4-8 shows the results of the analysis for the 2040 – Build scenario.
Table 4-8. Dune Park Station 2040 – Build Level of Service Location AM Peak Hour PM Peak Hour U.S. 12 and Dune Park Station (West) Entrance B C U.S. 12 and Dune Park Station (East) Entrance B C U.S. 12 and Dune Park Station (New) Entrance A B
All driveways to the Dune Park Station would continue to operate at acceptable LOS for both the AM and PM peak hours. The U.S. 12 through traffic at the access drives would continue to be free flow. No additional improvements would be needed.
38 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
5.0 11TH STREET (MICHIGAN CITY) STATION Ridership is expected to increase in Opening Year because of the proposed Project and would continue to increase through 2040. As a result, additional parking is proposed at the 11th Street (Michigan City) Station.
5.1 EXISTING CONDITIONS
RIDERSHIP ESTIMATE
Table 5-1 summarizes the estimated ridership for the existing condition at the 11th Street (Michigan City) Station, by mode of access.
Table 5-1. 11th Street (Michigan City) Station Existing (2015) Daily Ridership Estimate Mode of Access Existing (2015) Walk 65 Kiss-and-Ride 5 Park-and-Ride 38 Transfer 5 Total 113 Source: NICTD 2017
PARKING SUPPLY
th The 11 Street (Michigan City) Station is near the center of Table 5-2. Existing Park-and-Ride the city, surrounded by residential housing and a few small Lots and Supply at 11th Street businesses. The station has one parking lot (Lot 1) serving (Michigan City) Station only SSL commuters. The parking lot provides 37 parking Parking Lot Number of Existing spaces for Park-and-Ride commuters; however, more than Number Parking Spaces 37 vehicles park in the lot by double parking or finding space. There are no designated Kiss-and-Ride spaces. One access 1 37 drive is provided east of the lot along Pine Street. The lot is Total 37 also open and unrestricted along the north border with the adjacent alley. Figure 5-1 shows the existing Park-and-Ride lots at the 11th Street (Michigan City) Station. Table 5-2 summarizes the number of existing Park-and-Ride spaces at 11th Street (Michigan City)
TRAFFIC AND OPERATIONS
Existing AM and PM peak-hour traffic counts were taken at the following intersections: Franklin and 11th Street Franklin and 10th Street Lafayette and 11th Street Lafayette and 10th Street
39 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Data was extrapolated to obtain turning movement counts at the following intersections: Pine and 10th Street Pine and 11th Street Spring and 10th Street Spring and 11th Street Cedar and 11th Street Cedar and 10th Street
The collection of AM peak-hour counts took place from 8 to 9 AM and the collection of PM peak-hour counts from 4 to 5 PM. Appendix B shows the existing peak-hour traffic volumes. Traffic control, lane geometry, and other roadway characteristics were also gathered and are described below.
40 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 5-1. 11th Street (Michigan City) Station Park-and-Ride Parking Areas – Existing
41 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Franklin Street is a four-lane roadway with signalized traffic control at 11th Street and free flow at 10th Street, with 10th Street under stop control. Pine Street is a two-lane roadway under stop control at 11th Street. While 11th Street is free flow at Pine Street, there is a traffic signal for the westbound traffic that is activated only when commuters are boarding and alighting at the station. The commuter parking lot access is located within 50 feet of the 11th Street intersection. Left- or right-turn lanes are not provided at the parking lot entrance. Pine Street is free flow at 10th Street, with 10th Street under stop control. Spring Street is a two-lane roadway under stop control at 11th Street. At 10th Street, the intersection is an all-way stop. Cedar Street is a two-lane roadway under stop control at 11th Street and at 10th Street. Lafayette Street is a two-lane roadway under stop control at 11th Street. At 10th Street, the intersection is an all-way stop.
The AM and PM peak-hour traffic counts were entered into a traffic micro simulation model and analyzed based on existing 2017 traffic control and geometry. Table 5-3 shows the AM and PM peak hours LOS. All intersections would operate at LOS B or better, except the Pine Street and 11th Street intersection, which would operate at LOS C in the PM peak hour.
Table 5-3. 11th Street (Michigan City) Station Existing (2017) Level of Service Location AM Peak Hour PM Peak Hour Franklin Street and 11th Street B B Pine Street and 11th Street B C Spring Street and 11th Street B B Cedar Street and 11th Street B B Lafayette Street and 11th Street B B Franklin Street and 10th Street B B Pine Street and 10th Street A B Spring Street and 10h Street A A Cedar Street and 10th Street A A Lafayette Street and 10th Street A A
5.2 PROPOSED PARKING ADDITIONS
RIDERSHIP FORECAST
Table 5-4 summarizes the ridership forecasts for the 11th Street (Michigan City) Station, were broken down into trips by mode of access for both the Opening Year – Build (2022) and 2040 – Build scenarios.
42 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Table 5-4. 11th Street (Michigan City) Daily Ridership Forecasts Mode of Access Opening Year – Build (2022) 2040 – Build Walk 121 138 Kiss-and-Ride 32 150 Park-and-Ride 234 817 Transfer 30 89 Total 417 1,194 Source: NICTD 2017
PARKING SUPPLY AND DEMAND
PARK-AND-RIDE
To determine the Park-and-Ride parking demand to be provided in Opening Year – Build (2022) and 2040 – Build, a vehicle occupancy ratio of 1.19 was used. The resultant demand for Opening Year – Build is 197 spaces and for 2040 – Build is 687 spaces.
For Opening Year – Build (2022), Lot 1 would be replaced with a three-story parking garage (Lot 2) constructed on the block defined by Franklin Street, 10th Street, Pine Street, and the proposed double- tracked SSL with entry from Pine Street providing 460 spaces. The ground floor of Lot 2 would also accommodate retail, as shown in
43 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 5-2. The parking garage would be constructed to allow two additional floors to be added, should they be needed in the future. The parking demand for the retail here is 53 spaces. A supply of 60 spaces within the parking garage would be set aside for use by retail visitors and employees, and 400 spaces would accommodate commuter traffic.
Lot 3 would be a surface lot constructed between Pine Street and Cedar Street just north of the proposed double-tracked SSL. Lot 3 entry points are proposed at both Pine Street and Spring Street and would provide 103 Park-and-Ride spaces.
The City would evaluate and determine where and Table 5-5. Proposed Park-and-Ride Lots and when to accommodate future-parking demand, as Supply at 11th Street (Michigan City) Station ridership increases and Michigan City redevelops. Number of Parking Spaces Future parking can be accommodated by either new Parking Lot surface lots at a location to be determined at that Opening Year Number 2040 – Build time or by the expansion of Lot 2, the parking garage. – Build (2022) The parking garage could be expanded to add up to 1 0 0 two more levels, providing a total of 786 spaces in 103 103 the garage for commuter use. Figure 5-3 shows the 2 number of parking spaces by lot. Table 5-5 also 3 400 786 details this. A total supply of 503 parking spaces Total 503 889 would be provided to meet Opening Year – Build (2022) demand. A total supply of 889 parking spaces would be provided to meet 2040 – Build demand.
44 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 5-2. 11th Street (Michigan City) Station Lot 2 Ground Floor with Retail
45 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
Figure 5-3. 11th Street (Michigan City) Station Park-and-Ride Parking Areas – Opening Year and 2040 – Build
46 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
KISS-AND-RIDE
Kiss-and-Ride ridership estimates for the Opening Year – Build (2022) and 2040 – Build scenarios are 32 and 150 riders, respectively. The Kiss-and-Ride demand was estimated for the Opening Year – Build (2022) and 2040 – Build scenarios using the methodology discussed for the Gary/Miller Station. In the PM peak hour, there would be an estimated 16 Kiss-and-Ride trips for Opening Year – Build (2022) and 75 Kiss-and-Ride trips for 2040 – Build. The expectation is for three trains during the PM peak hour, averaging 6 and 25 Kiss-and-Ride vehicles per train for the Opening Year – Build (2022) and 2040 – Build scenarios, respectively. The proposal of Lot 3 is for dedicating twenty-five (25) 30-minute parking only spaces for Kiss-and-Ride use. These 25 spaces would be in addition to the 103 Park-and- Ride spaces. The 25 spaces supplied for Kiss-and-Ride users would be adequate for Opening Year – Build (2022) and 2040 – Build.
5.3 TRAFFIC ANALYSES
Forecasting and analyses were performed to determine the impacts on the adjacent street network attributable to the proposed parking expansion. Two scenarios were analyzed during the AM and PM peak hours as follows:
Opening Year – Build (2022) 2040 – Build
The proposed station and parking improvements along with consolidating crossings along 11th Street affect the street network in a variety of ways. Near the proposed station improvements, Pine Street, Spring Street, and Cedar Street would be closed to through traffic. South of the track alignment, these streets would have access to 11th Street. North of the tracks and the proposed parking improvements, the streets would have access to 10th Street. Additionally, 11th Street would be changed from two-way traffic to one-way eastbound. These changes modify travel patterns around the station which prevent a comparison of 2022 No Build with 2022 Build. The Opening Year – Build (2022) results would be compared with current design practices by INDOT, which would design for an LOS of C or better.
SITE-GENERATED TRAFFIC AND DISTRIBUTION
Existing counts at similar stations determined that approximately 50 percent of Park-and-Ride vehicles would arrive during the AM peak hour and 30 percent would depart during the PM peak hour. The AM peak-hour trips were distributed to each of the proposed parking lots assuming that in Opening Year – Build (2022) the surface lot would primarily serve Kiss-and-Ride commuters, with Park-and-Ride commuters using the parking garage. It was assumed that 50 percent of the Park-and-Ride demand would arrive at the station before the AM peak hour. Using ridership projections traffic was distributed onto the proposed street network using a percentage by direction of travel that is based on the peak-hour volumes from INDOT’s TCDS website.
The site-generated traffic peak-hour volumes for the Opening Year – Build (2022) and 2040 – Build scenarios can be found in Appendix B.
OPENING YEAR – BUILD (2022)
Opening Year – Build (2022) includes a 1 percent per year growth factor to existing traffic at the 10 studied intersections. This scenario also included redistributed site-generated traffic with the existing geometry and traffic controls. Appendix B shows the Opening Year – Build (2022) peak-hour traffic. Table 5-6 shows the results of the analysis for the Opening Year – No Build (2022) scenario. In addition, the Synchro reports are included in Appendix A.
47 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
As shown in Table 5-6, the westbound approach to the intersection of Franklin Street and 10th Street would operate at LOS D in the AM peak hour and at LOS F in the PM peak hour for the Opening Year – Build (2022) scenario. A traffic signal could improve the operations at this location. With a traffic signal, this intersection would improve to LOS B for both AM and PM peak hours. Given that this is a near-term signalization issue, it is recommended that the traffic signal be installed. No additional improvements would be needed in Opening Year – Build (2022).
Table 5-6. 11th Street (Michigan City) Station Opening Year – Build (2022) Level of Service
Location AM Peak Hour PM Peak Hour Franklin Street and 11th Street A B Pine Street and 11th Street A A Spring Street and 11th Street A A Cedar Street and 11th Street A A Lafayette Street and 11th Street A A Franklin Street and 10th Street Da Fa Pine Street and 10th Street B C Spring Street and 10th Street A A Cedar Street and 10th Street B B Lafayette Street and 10th Street A A a This result is for the stop control of 10th Street and free flow of Franklin Street. Installing a traffic signal is recommended to improve the LOS to B for both peak hours.
2040 – BUILD
The 2040 – Build scenario includes background traffic growth at 1 percent compounded annually applied from the existing year to 2040, the site-generated and distributed traffic for the 2040 ridership estimate, and the traffic controls recommended for Opening Year – Build (2022). Appendix B shows the 2040 – Build peak-hour traffic volumes. Table 5-7 shows the results of the analysis for the 2040 – Build scenario. In addition, the Synchro reports are included in Appendix A.
Table 5-7. 11th Street (Michigan City) Station 2040 – Build Level of Service
Location AM Peak Hour PM Peak Hour Franklin Street and 11th Street A B Pine Street and 11th Street A B Spring Street and 11th Street A A Cedar Street and 11th Street A B Lafayette Street and 11th Street A B Franklin Street and 10th Street B C Pine Street and 10th Street Ba Fa Spring Street and 10th Street B B Cedar Street and 10th Street B B Lafayette Street and 10th Street B B a This result is for the stop control of 10th Street and free flow of Pine Street. It is recommended to switch the stop control to Pine Street and free flow to 10th Street to improve the LOS to A for 10th Street. The LOS F is for the northbound traffic during commuter release only. 48 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
The eastbound and westbound approaches at the intersection of Pine Street and 10th Street would operate at LOS E and F, respectively, in the PM peak hours for the 2040 – Build scenario. Pine Street would be free flow at 10th Street, with 10th Street under stop control. Since Pine Street would be closed to through traffic at the railroad, it would no longer carry more volume than 10th Street. Therefore, it is recommended that 10th Street becomes free flow and Pine Street becomes stop controlled. With this switch, the 10th Street traffic (east and west) would operate at LOS A. The northbound Pine Street approach, which would essentially act as a driveway to the parking garage and surface lot, would operate at LOS F. Only in the PM peak hour when commuter traffic exits this lower-than-desired LOS is expected to occur. This delay would last for about 15 minutes and would then dissipate to normal operations.
With the implementation of a traffic signal at 10th Street and Franklin Street and the removal of the stop control on 10th Street at Pine Street, but the addition of stop control to Pine Street at 10th Street, all intersections surrounding the 11th Street (Michigan City) Station would continue to operate at acceptable LOS for both the AM and PM peak hours. No additional improvements would be needed.
5.4 MICHIGAN CITY STREET NETWORK CHANGES
As previously stated, because of crossing consolidation and improvements for the station and parking, side streets would be closed and 11th Street would be converted from two-way traffic to one-way traffic eastbound. This section discusses the changes in operations associated with the closures of Carlon Court, Donnelly Street, Clair Street, Kentucky Street, Tennessee Street, Elston Street, Manhattan Street, and Buffalo Street. The analyses of Pine Street, Spring Street, and Cedar Street were included in the 11th Street (Michigan City) Station analysis.
In accordance with INDOT’s policy, and as stated in the Applicant’s Guide to Traffic Impact Studies, an analysis should be performed when 50 vehicles or more per hour would be generated. Fifty vehicles per hour is the threshold because that equates to less than one car per minute, which is not significant. The following locations would not have 50 vehicles or more per hour rerouted and thus an analysis was not performed: Carlon Court, Donnelly Street, Clair Street, Elston Street, Manhattan Street, and Buffalo Street.
Kentucky Street and Tennessee Street were analyzed together given their proximity to each other and their expected rerouting to Chicago Street. The intersection of Chicago Street and 11th Street was analyzed with the existing traffic plus the rerouted traffic of Kentucky Street and Tennessee Street. Subsequently, the closures of York Street and Maple Street were analyzed together given their proximity to each other and their expected rerouting to Oak Street. The Project Team analyzed the intersections of Oak Street and 10th Street and Oak Street and 11th Street with the existing traffic plus the rerouted traffic of York Street and Maple Street. Table 5-8 details the results of the existing traffic reroute. In addition, Appendix A includes the Synchro reports for this analysis.
Table 5-8. 11th Street (Michigan City) Station Road Network Changes Location AM Peak Hour PM Peak Hour Chicago Street and 11th Street A A Oak Street and 11th Street B B Oak Street and 10th Street A B
49 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
The rerouted traffic from Kentucky Street, Tennessee Street, York Street, and Maple Street would have little effect on the remaining street network. The operations of the adjacent intersections with the rerouted traffic would continue to be LOS B or better. No improvements would be necessary to accommodate the change in street network or traffic rerouting.
6.0 REFERENCES INDOT. 2013. “Indiana Design Manual 2013.” http://www.in.gov/indot/design_manual/design_manual_2013.htm#. INDOT. 2015. “Applicant’s Guide to Traffic Impact Studies.” https://www.in.gov/indot/files/Permits_ApplicantsGuidetoTrafficImpactStudy_2015.pdf NICTD. 2017. Ridership Forecasts: NICTD Double-Track-NWI Core Capacity Project and West Lake Corridor New Starts Project. March 29, 2017. Transportation Research Board. 2010. “Highway Capacity Manual.” http://hcm.trb.org/?qr=1.
50 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
APPENDIX A Synchro Output Reports
NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
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HCM 2010 TWSC 3: US 20 & Miller Ent. A 3/22/2017
Intersection Int Delay, s/veh 0.8
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 63 465 541 41 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 95 95 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 84 489 569 55 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 624 0 - 0 1010 312 Stage 1 - - - - 597 - Stage 2 - - - - 413 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 953 - - - 236 684 Stage 1 - - - - 513 - Stage 2 - - - - 636 - Platoon blocked, % - - - Mov Cap-1 Maneuver 953 - - - 207 684 Mov Cap-2 Maneuver - - - - 207 - Stage 1 - - - - 513 - Stage 2 - - - - 559 -
Approach EB WB SB HCM Control Delay, s 1.7 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 953 ---- HCM Lane V/C Ratio 0.088 ---- HCM Control Delay (s) 9.1 0.4 - - 0 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.3 ----
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 1 HCM 2010 TWSC 5: US 20 & Miller Ent B 3/22/2017
Intersection Int Delay, s/veh 0.8
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 20 445 567 123 16 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 95 95 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 27 468 597 164 21 20
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 761 0 - 0 967 380 Stage 1 - - - - 679 - Stage 2 - - - - 288 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 847 - - - 252 618 Stage 1 - - - - 465 - Stage 2 - - - - 735 - Platoon blocked, % - - - Mov Cap-1 Maneuver 847 - - - 241 618 Mov Cap-2 Maneuver - - - - 241 - Stage 1 - - - - 465 - Stage 2 - - - - 703 -
Approach EB WB SB HCM Control Delay, s 0.7 0 17 HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 847 - - - 342 HCM Lane V/C Ratio 0.031 - - - 0.121 HCM Control Delay (s) 9.4 0.2 - - 17 HCM Lane LOS A A - - C HCM 95th %tile Q(veh) 0.1 - - - 0.4
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 2 HCM 2010 TWSC 7: US 20 & Lake St 3/22/2017
Two Way Analysis cannot be performed on Signalized Intersection.
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 3 HCM 2010 TWSC 10: US 20 & Miller Ent D 3/22/2017
Intersection Int Delay, s/veh 0.2
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 13 505 700 13 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 95 95 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 17 532 737 17 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 754 0 - 0 1046 377 Stage 1 - - - - 746 - Stage 2 - - - - 300 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 852 - - - 224 621 Stage 1 - - - - 430 - Stage 2 - - - - 725 - Platoon blocked, % - - - Mov Cap-1 Maneuver 852 - - - 218 621 Mov Cap-2 Maneuver - - - - 218 - Stage 1 - - - - 430 - Stage 2 - - - - 705 -
Approach EB WB SB HCM Control Delay, s 0.4 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 852 ---- HCM Lane V/C Ratio 0.02 ---- HCM Control Delay (s) 9.3 0.1 - - 0 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.1 ----
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 4 HCM 2010 TWSC 12: Lake St & Miller Ent C 3/22/2017
Intersection Int Delay, s/veh 0.7
Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 32 0 154 165 98 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Stop - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 35 0 167 179 107
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 400 233 286 0 - 0 Stage 1 233 - - - - - Stage 2 167 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 606 806 1276 - - - Stage 1 806 - - - - - Stage 2 863 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 606 806 1276 - - - Mov Cap-2 Maneuver 606 - - - - - Stage 1 806 - - - - - Stage 2 863 - - - - -
Approach EB NB SB HCM Control Delay, s 9.7 0 0 HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1276 - 806 - - HCM Lane V/C Ratio - - 0.043 - - HCM Control Delay (s) 0 - 9.7 - - HCM Lane LOS A - A - - HCM 95th %tile Q(veh) 0 - 0.1 - -
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 5 HCM 2010 TWSC 3: US 20 & Miller Ent. A 3/22/2017
Intersection Int Delay, s/veh 1.5
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 805 688 0 42 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 95 95 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 847 724 0 56 40
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 724 0 - 0 1148 362 Stage 1 - - - - 724 - Stage 2 - - - - 424 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 874 - - - 192 635 Stage 1 - - - - 441 - Stage 2 - - - - 628 - Platoon blocked, % - - - Mov Cap-1 Maneuver 874 - - - 192 635 Mov Cap-2 Maneuver - - - - 192 - Stage 1 - - - - 441 - Stage 2 - - - - 628 -
Approach EB WB SB HCM Control Delay, s 0 0 25.4 HCM LOS D
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 874 - - - 271 HCM Lane V/C Ratio ----0.354 HCM Control Delay (s) 0 - - - 25.4 HCM Lane LOS A - - - D HCM 95th %tile Q(veh) 0 - - - 1.5
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 1 HCM 2010 TWSC 5: US 20 & Miller Ent B 3/22/2017
Intersection Int Delay, s/veh 3.8
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 15 832 643 32 70 45 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 95 95 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 20 876 677 43 93 60
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 720 0 - 0 1176 360 Stage 1 - - - - 698 - Stage 2 - - - - 478 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 877 - - - 184 637 Stage 1 - - - - 455 - Stage 2 - - - - 590 - Platoon blocked, % - - - Mov Cap-1 Maneuver 877 - - - 176 637 Mov Cap-2 Maneuver - - - - 176 - Stage 1 - - - - 455 - Stage 2 - - - - 564 -
Approach EB WB SB HCM Control Delay, s 0.4 0 41.1 HCM LOS E
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 877 - - - 246 HCM Lane V/C Ratio 0.023 - - - 0.623 HCM Control Delay (s) 9.2 0.2 - - 41.1 HCM Lane LOS A A - - E HCM 95th %tile Q(veh) 0.1 - - - 3.8
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 2 HCM 2010 TWSC 7: US 20 & Lake St 3/22/2017
Two Way Analysis cannot be performed on Signalized Intersection.
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 3 HCM 2010 TWSC 10: US 20 & Miller Ent D 3/22/2017
Intersection Int Delay, s/veh 2.4
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 1017 597 0 57 57 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 95 95 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 1071 628 0 76 76
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 628 0 - 0 1163 314 Stage 1 - - - - 628 - Stage 2 - - - - 535 - Critical Hdwy 4.14 - - - 6.84 6.94 Critical Hdwy Stg 1 - - - - 5.84 - Critical Hdwy Stg 2 - - - - 5.84 - Follow-up Hdwy 2.22 - - - 3.52 3.32 Pot Cap-1 Maneuver 950 - - - 188 682 Stage 1 - - - - 494 - Stage 2 - - - - 551 - Platoon blocked, % - - - Mov Cap-1 Maneuver 950 - - - 188 682 Mov Cap-2 Maneuver - - - - 188 - Stage 1 - - - - 494 - Stage 2 - - - - 551 -
Approach EB WB SB HCM Control Delay, s 0 0 29.5 HCM LOS D
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 950 - - - 295 HCM Lane V/C Ratio ----0.515 HCM Control Delay (s) 0 - - - 29.5 HCM Lane LOS A - - - D HCM 95th %tile Q(veh) 0 - - - 2.8
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 4 HCM 2010 TWSC 13: Lake St & Miller Ent C 3/22/2017
Intersection Int Delay, s/veh 1.7
Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 117 0 386 171 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - Stop - None - None Storage Length - 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 127 0 420 186 17
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 615 195 203 0 - 0 Stage 1 195 - - - - - Stage 2 420 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 455 846 1369 - - - Stage 1 838 - - - - - Stage 2 663 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 455 846 1369 - - - Mov Cap-2 Maneuver 455 - - - - - Stage 1 838 - - - - - Stage 2 663 - - - - -
Approach EB NB SB HCM Control Delay, s 10 0 0 HCM LOS B
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1369 - 846 - - HCM Lane V/C Ratio - - 0.15 - - HCM Control Delay (s) 0 - 10 - - HCM Lane LOS A - B - - HCM 95th %tile Q(veh) 0 - 0.5 - -
Gary/Miller Station 3/6/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 5 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 8 96 110 94 31 49 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 11 128 147 125 41 65 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 502 738 408 329 153 137 Arrive On Green 0.01 0.38 0.21 0.21 0.09 0.09 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 11 128 147 125 41 65 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 0.1 1.0 1.4 1.5 0.5 0.9 Cycle Q Clear(g_c), s 0.1 1.0 1.4 1.5 0.5 0.9 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 502 738 408 329 153 137 V/C Ratio(X) 0.02 0.17 0.36 0.38 0.27 0.48 Avail Cap(c_a), veh/h 997 2546 1668 1347 1509 1347 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 5.6 4.6 7.6 7.6 9.5 9.7 Incr Delay (d2), s/veh 0.0 0.1 0.5 0.7 0.9 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.5 0.8 0.7 0.3 0.9 LnGrp Delay(d),s/veh 5.6 4.8 8.1 8.3 10.5 12.3 LnGrp LOS AAAABB Approach Vol, veh/h 139 272 106 Approach Delay, s/veh 4.8 8.2 11.6 Approach LOS A A B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 14.4 7.9 3.8 10.6 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 29.0 19.0 6.5 19.0 Max Q Clear Time (g_c+I1), s 3.0 2.9 2.1 3.5 Green Ext Time (p_c), s 1.8 0.2 0.0 1.5 Intersection Summary HCM 2010 Ctrl Delay 8.0 HCM 2010 LOS A
Ogden Dunes 1/27/2017 Existing Synchro 8 Report Timing Plan: AM Peak Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 0.8
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 117 10 10 194 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 127 11 11 211 11 11
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 138 0 366 133 Stage 1 - - - - 133 - Stage 2 - - - - 233 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1446 - 634 916 Stage 1 - - - - 893 - Stage 2 - - - - 806 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1446 - 628 916 Mov Cap-2 Maneuver - - - - 628 - Stage 1 - - - - 893 - Stage 2 - - - - 799 -
Approach EB WB NB HCM Control Delay, s 0 0.4 10 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 745 - - 1446 - HCM Lane V/C Ratio 0.029 - - 0.008 - HCM Control Delay (s) 10 - - 7.5 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 -
Ogden Dunes 1/27/2017 Existing Synchro 8 Report Timing Plan: AM Peak Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent. B 3/22/2017
Intersection Int Delay, s/veh 0.5
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 127 201 0 12 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 138 218 0 13 3
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 218 0 - 0 356 218 Stage 1 - - - - 218 - Stage 2 - - - - 138 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1352 - - - 642 822 Stage 1 - - - - 818 - Stage 2 - - - - 889 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1352 - - - 642 822 Mov Cap-2 Maneuver - - - - 642 - Stage 1 - - - - 818 - Stage 2 - - - - 889 -
Approach EB WB SB HCM Control Delay, s 0 0 10.5 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1352 - - - 671 HCM Lane V/C Ratio ----0.024 HCM Control Delay (s) 0 - - - 10.5 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.1
Ogden Dunes 1/27/2017 Existing Synchro 8 Report Timing Plan: AM Peak Page 4 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 64 170 276 50 27 17 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 85 227 368 67 36 23 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 328 753 503 406 655 585 Arrive On Green 0.06 0.38 0.26 0.26 0.37 0.37 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 85 227 368 67 36 23 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 1.6 3.9 8.4 1.6 0.6 0.5 Cycle Q Clear(g_c), s 1.6 3.9 8.4 1.6 0.6 0.5 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 328 753 503 406 655 585 V/C Ratio(X) 0.26 0.30 0.73 0.17 0.05 0.04 Avail Cap(c_a), veh/h 538 1207 724 585 655 585 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.9 10.4 16.6 14.1 9.9 9.8 Incr Delay (d2), s/veh 0.4 0.2 2.2 0.2 0.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 2.1 4.8 0.7 0.3 0.5 LnGrp Delay(d),s/veh 12.3 10.7 18.8 14.3 10.0 10.0 LnGrp LOS BBBBBA Approach Vol, veh/h 312 435 59 Approach Delay, s/veh 11.1 18.1 10.0 Approach LOS B B B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 24.7 24.0 6.2 18.5 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 30.0 18.0 8.5 18.0 Max Q Clear Time (g_c+I1), s 5.9 2.6 3.6 10.4 Green Ext Time (p_c), s 3.5 0.1 0.1 2.1 Intersection Summary HCM 2010 Ctrl Delay 14.8 HCM 2010 LOS B
Ogden Dunes 1/27/2017 Existing Synchro 8 Report Timing Plan: PM Peak Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 0.5
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 187 10 10 316 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 203 11 11 343 11 11
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 214 0 574 209 Stage 1 - - - - 209 - Stage 2 - - - - 365 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1356 - 480 831 Stage 1 - - - - 826 - Stage 2 - - - - 702 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1356 - 475 831 Mov Cap-2 Maneuver - - - - 475 - Stage 1 - - - - 826 - Stage 2 - - - - 695 -
Approach EB WB NB HCM Control Delay, s 0 0.2 11.2 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 604 - - 1356 - HCM Lane V/C Ratio 0.036 - - 0.008 - HCM Control Delay (s) 11.2 - - 7.7 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 -
Ogden Dunes 1/27/2017 Existing Synchro 8 Report Timing Plan: PM Peak Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent B 3/22/2017
Intersection Int Delay, s/veh 2
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 197 311 0 72 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 214 338 0 78 16
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 338 0 - 0 552 338 Stage 1 - - - - 338 - Stage 2 - - - - 214 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1221 - - - 495 704 Stage 1 - - - - 722 - Stage 2 - - - - 822 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1221 - - - 495 704 Mov Cap-2 Maneuver - - - - 495 - Stage 1 - - - - 722 - Stage 2 - - - - 822 -
Approach EB WB SB HCM Control Delay, s 0 0 13.4 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1221 - - - 522 HCM Lane V/C Ratio ----0.181 HCM Control Delay (s) 0 - - - 13.4 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.7
Ogden Dunes 1/27/2017 Existing Synchro 8 Report Timing Plan: PM Peak Page 4 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 9 100 115 96 33 52 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 12 133 153 128 44 69 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 500 744 416 336 159 142 Arrive On Green 0.01 0.38 0.21 0.21 0.09 0.09 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 12 133 153 128 44 69 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 0.1 1.0 1.5 1.6 0.5 0.9 Cycle Q Clear(g_c), s 0.1 1.0 1.5 1.6 0.5 0.9 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 500 744 416 336 159 142 V/C Ratio(X) 0.02 0.18 0.37 0.38 0.28 0.48 Avail Cap(c_a), veh/h 987 2514 1647 1330 1490 1330 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 5.6 4.7 7.6 7.6 9.6 9.8 Incr Delay (d2), s/veh 0.0 0.1 0.5 0.7 0.9 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 0.6 0.9 0.7 0.3 0.9 LnGrp Delay(d),s/veh 5.7 4.8 8.2 8.4 10.5 12.3 LnGrp LOS AAAABB Approach Vol, veh/h 145 281 113 Approach Delay, s/veh 4.9 8.2 11.6 Approach LOS A A B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 14.6 8.0 3.8 10.8 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 29.0 19.0 6.5 19.0 Max Q Clear Time (g_c+I1), s 3.0 2.9 2.1 3.6 Green Ext Time (p_c), s 1.8 0.2 0.0 1.6 Intersection Summary HCM 2010 Ctrl Delay 8.0 HCM 2010 LOS A
Ogden Dunes 1/27/2017 Opening Year - No Build Synchro 8 Report Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 0.8
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 123 10 10 201 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 134 11 11 218 11 11
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 145 0 379 139 Stage 1 - - - - 139 - Stage 2 - - - - 240 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1437 - 623 909 Stage 1 - - - - 888 - Stage 2 - - - - 800 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1437 - 617 909 Mov Cap-2 Maneuver - - - - 617 - Stage 1 - - - - 888 - Stage 2 - - - - 793 -
Approach EB WB NB HCM Control Delay, s 0 0.4 10 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 735 - - 1437 - HCM Lane V/C Ratio 0.03 - - 0.008 - HCM Control Delay (s) 10 - - 7.5 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 -
Ogden Dunes 1/27/2017 Opening Year - No Build Synchro 8 Report Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent B 3/22/2017
Intersection Int Delay, s/veh 0.4
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 133 208 0 12 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 145 226 0 13 3
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 226 0 - 0 371 226 Stage 1 - - - - 226 - Stage 2 - - - - 145 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1342 - - - 630 813 Stage 1 - - - - 812 - Stage 2 - - - - 882 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1342 - - - 630 813 Mov Cap-2 Maneuver - - - - 630 - Stage 1 - - - - 812 - Stage 2 - - - - 882 -
Approach EB WB SB HCM Control Delay, s 0 0 10.6 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1342 - - - 660 HCM Lane V/C Ratio ----0.025 HCM Control Delay (s) 0 - - - 10.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.1
Ogden Dunes 1/27/2017 Opening Year - No Build Synchro 8 Report Page 4 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 67 178 289 52 29 18 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 89 237 385 69 39 24 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 325 768 517 417 648 578 Arrive On Green 0.06 0.39 0.26 0.26 0.36 0.36 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 89 237 385 69 39 24 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 1.7 4.1 8.9 1.7 0.7 0.5 Cycle Q Clear(g_c), s 1.7 4.1 8.9 1.7 0.7 0.5 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 325 768 517 417 648 578 V/C Ratio(X) 0.27 0.31 0.74 0.17 0.06 0.04 Avail Cap(c_a), veh/h 530 1193 716 578 648 578 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.9 10.4 16.6 14.0 10.2 10.1 Incr Delay (d2), s/veh 0.4 0.2 2.7 0.2 0.2 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 2.2 5.2 0.7 0.4 0.6 LnGrp Delay(d),s/veh 12.4 10.6 19.4 14.2 10.3 10.2 LnGrp LOS BBBBBB Approach Vol, veh/h 326 454 63 Approach Delay, s/veh 11.1 18.6 10.3 Approach LOS B B B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 25.3 24.0 6.3 19.0 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 30.0 18.0 8.5 18.0 Max Q Clear Time (g_c+I1), s 6.1 2.7 3.7 10.9 Green Ext Time (p_c), s 3.7 0.1 0.1 2.1 Intersection Summary HCM 2010 Ctrl Delay 15.1 HCM 2010 LOS B
Ogden Dunes 1/27/2017 Opening Year - No Build Synchro 8 Report Timing Plan: PM Peak Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 0.5
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 197 10 10 331 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 214 11 11 360 11 11
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 225 0 602 220 Stage 1 - - - - 220 - Stage 2 - - - - 382 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1344 - 463 820 Stage 1 - - - - 817 - Stage 2 - - - - 690 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1344 - 458 820 Mov Cap-2 Maneuver - - - - 458 - Stage 1 - - - - 817 - Stage 2 - - - - 683 -
Approach EB WB NB HCM Control Delay, s 0 0.2 11.4 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 588 - - 1344 - HCM Lane V/C Ratio 0.037 - - 0.008 - HCM Control Delay (s) 11.4 - - 7.7 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0 -
Ogden Dunes 1/27/2017 Opening Year - No Build Synchro 8 Report Timing Plan: PM Peak Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent B 3/22/2017
Intersection Int Delay, s/veh 1.9
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 207 326 0 72 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 225 354 0 78 16
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 354 0 - 0 579 354 Stage 1 - - - - 354 - Stage 2 - - - - 225 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1205 - - - 477 690 Stage 1 - - - - 710 - Stage 2 - - - - 812 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1205 - - - 477 690 Mov Cap-2 Maneuver - - - - 477 - Stage 1 - - - - 710 - Stage 2 - - - - 812 -
Approach EB WB SB HCM Control Delay, s 0 0 13.8 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1205 - - - 504 HCM Lane V/C Ratio ----0.188 HCM Control Delay (s) 0 - - - 13.8 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.7
Ogden Dunes 1/27/2017 Opening Year - No Build Synchro 8 Report Timing Plan: PM Peak Page 4 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 18 109 119 213 52 52 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 24 145 159 284 69 69 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 538 895 591 477 170 152 Arrive On Green 0.02 0.46 0.30 0.30 0.10 0.10 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 24 145 159 284 69 69 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 0.2 1.2 1.7 4.1 1.0 1.1 Cycle Q Clear(g_c), s 0.2 1.2 1.7 4.1 1.0 1.1 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 538 895 591 477 170 152 V/C Ratio(X) 0.04 0.16 0.27 0.59 0.41 0.45 Avail Cap(c_a), veh/h 925 2121 1390 1122 1258 1122 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 5.1 4.3 7.1 8.0 11.4 11.5 Incr Delay (d2), s/veh 0.0 0.1 0.2 1.2 1.6 2.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.6 0.9 1.9 0.6 1.1 LnGrp Delay(d),s/veh 5.2 4.4 7.4 9.2 13.0 13.6 LnGrp LOS AAAABB Approach Vol, veh/h 169 443 138 Approach Delay, s/veh 4.5 8.5 13.3 Approach LOS A A B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 18.2 8.6 4.2 14.1 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 29.0 19.0 6.5 19.0 Max Q Clear Time (g_c+I1), s 3.2 3.1 2.2 6.1 Green Ext Time (p_c), s 2.5 0.3 0.0 2.1 Intersection Summary HCM 2010 Ctrl Delay 8.5 HCM 2010 LOS A
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 2
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 123 38 115 322 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 164 51 153 429 13 13
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 215 0 925 189 Stage 1 - - - - 189 - Stage 2 - - - - 736 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1355 - 299 853 Stage 1 - - - - 843 - Stage 2 - - - - 474 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1355 - 255 853 Mov Cap-2 Maneuver - - - - 255 - Stage 1 - - - - 843 - Stage 2 - - - - 404 -
Approach EB WB NB HCM Control Delay, s 0 2.1 14.8 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 393 - - 1355 - HCM Lane V/C Ratio 0.068 - - 0.113 - HCM Control Delay (s) 14.8 - - 8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.2 - - 0.4 -
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent. B 3/22/2017
Intersection Int Delay, s/veh 1.3
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 133 425 0 48 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 145 462 0 52 13
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 462 0 - 0 607 462 Stage 1 - - - - 462 - Stage 2 - - - - 145 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1099 - - - 460 600 Stage 1 - - - - 634 - Stage 2 - - - - 882 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1099 - - - 460 600 Mov Cap-2 Maneuver - - - - 460 - Stage 1 - - - - 634 - Stage 2 - - - - 882 -
Approach EB WB SB HCM Control Delay, s 0 0 13.6 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1099 - - - 483 HCM Lane V/C Ratio ----0.135 HCM Control Delay (s) 0 - - - 13.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.5
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 4 HCM 2010 TWSC 5: Hillcrest Rd & Ogden Dunes Ent. D/Ogden Dunes Ent A 3/22/2017
Intersection Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 0 0 0 0 0 76 39 116 18 104 13 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------0 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 75 92 75 92 75 75 75 75 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 0 0 0 0 83 52 155 24 139 14
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 411 411 146 153 0 0 52 0 0 Stage 1 194 194 ------Stage 2 217 217 ------Critical Hdwy 6.42 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 5.42 5.52 ------Critical Hdwy Stg 2 5.42 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 597 531 901 1428 - - 1554 - - Stage 1 839 740 ------Stage 2 819 723 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 548 0 901 1428 - - 1554 - - Mov Cap-2 Maneuver 548 0 ------Stage 1 826 0 ------Stage 2 764 0 ------
Approach EB NB SB HCM Control Delay, s 0 2.2 1 HCM LOS A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 SBL SBT SBR Capacity (veh/h) 1428 - - - 1554 - - HCM Lane V/C Ratio 0.058 - - - 0.015 - - HCM Control Delay (s) 7.7 0 - 0 7.4 - - HCM Lane LOS A A - A A - - HCM 95th %tile Q(veh) 0.2 - - - 0 - -
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 5 HCM 2010 TWSC 10: Stagecoach Rd & Ogden Dunes Ent. C 3/22/2017
Intersection Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 0 0 20 20 133 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 0 27 27 177
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 142 115 204 0 - 0 Stage 1 115 - - - - - Stage 2 27 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 851 937 1368 - - - Stage 1 910 - - - - - Stage 2 996 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 851 937 1368 - - - Mov Cap-2 Maneuver 851 - - - - - Stage 1 910 - - - - - Stage 2 996 - - - - -
Approach EB NB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1368 ---- HCM Lane V/C Ratio ----- HCM Control Delay (s) 0 - 0 - - HCM Lane LOS A - A - - HCM 95th %tile Q(veh) 0 ----
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: AM Peak Page 6 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 68 178 296 131 64 21 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 91 237 395 175 85 28 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 319 781 531 429 640 572 Arrive On Green 0.06 0.40 0.27 0.27 0.36 0.36 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 91 237 395 175 85 28 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 1.7 4.1 9.2 4.5 1.6 0.6 Cycle Q Clear(g_c), s 1.7 4.1 9.2 4.5 1.6 0.6 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 319 781 531 429 640 572 V/C Ratio(X) 0.29 0.30 0.74 0.41 0.13 0.05 Avail Cap(c_a), veh/h 520 1180 708 572 640 572 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 11.9 10.3 16.6 14.9 10.7 10.4 Incr Delay (d2), s/veh 0.5 0.2 3.0 0.6 0.4 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 2.2 5.4 2.0 0.9 0.7 LnGrp Delay(d),s/veh 12.4 10.5 19.6 15.5 11.1 10.5 LnGrp LOS BBBBBB Approach Vol, veh/h 328 570 113 Approach Delay, s/veh 11.0 18.3 11.0 Approach LOS B B B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 25.9 24.0 6.4 19.5 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 30.0 18.0 8.5 18.0 Max Q Clear Time (g_c+I1), s 6.1 3.6 3.7 11.2 Green Ext Time (p_c), s 4.1 0.2 0.1 2.3 Intersection Summary HCM 2010 Ctrl Delay 15.1 HCM 2010 LOS B
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 3.2
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 232 10 10 388 39 117 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 75 75 92 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 252 13 13 422 52 156
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 266 0 707 259 Stage 1 - - - - 259 - Stage 2 - - - - 448 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1298 - 402 780 Stage 1 - - - - 784 - Stage 2 - - - - 644 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1298 - 397 780 Mov Cap-2 Maneuver - - - - 397 - Stage 1 - - - - 784 - Stage 2 - - - - 636 -
Approach EB WB NB HCM Control Delay, s 0 0.2 13.5 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 628 - - 1298 - HCM Lane V/C Ratio 0.331 - - 0.01 - HCM Control Delay (s) 13.5 - - 7.8 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 1.4 - - 0 -
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent B 3/22/2017
Intersection Int Delay, s/veh 4.3
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 349 362 0 140 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 379 393 0 152 39
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 393 0 - 0 772 393 Stage 1 - - - - 393 - Stage 2 - - - - 379 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1166 - - - 368 656 Stage 1 - - - - 682 - Stage 2 - - - - 692 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1166 - - - 368 656 Mov Cap-2 Maneuver - - - - 368 - Stage 1 - - - - 682 - Stage 2 - - - - 692 -
Approach EB WB SB HCM Control Delay, s 0 0 21.7 HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1166 - - - 404 HCM Lane V/C Ratio ----0.474 HCM Control Delay (s) 0 - - - 21.7 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 2.5
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 4 HCM 2010 TWSC 4: Stagecoach Rd & Ogden Dunes Ent C 3/22/2017
Intersection Int Delay, s/veh 7.5
Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 136 0 0 20 20 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 181 0 0 27 27 0
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 54 27 27 0 - 0 Stage 1 27 - - - - - Stage 2 27 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 954 1048 1587 - - - Stage 1 996 - - - - - Stage 2 996 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 954 1048 1587 - - - Mov Cap-2 Maneuver 954 - - - - - Stage 1 996 - - - - - Stage 2 996 - - - - -
Approach EB NB SB HCM Control Delay, s 9.7 0 0 HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1587 - 954 - - HCM Lane V/C Ratio - - 0.19 - - HCM Control Delay (s) 0 - 9.7 - - HCM Lane LOS A - A - - HCM 95th %tile Q(veh) 0 - 0.7 - -
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 5 HCM 2010 TWSC 9: Hillcrest Rd & Ogden Dunes Ent D/Ogden Dunes Ent A 3/22/2017
Intersection Int Delay, s/veh 1.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 6 0 38 0 0 0 0 147 52 8 47 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------0 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 92 75 92 75 75 75 75 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 0 51 0 0 0 0 196 69 11 63 0
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 280 280 63 63 0 0 196 0 0 Stage 1 84 84 ------Stage 2 196 196 ------Critical Hdwy 6.42 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 5.42 5.52 ------Critical Hdwy Stg 2 5.42 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 710 628 1002 1540 - - 1377 - - Stage 1 939 825 ------Stage 2 837 739 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 704 0 1002 1540 - - 1377 - - Mov Cap-2 Maneuver 704 0 ------Stage 1 931 0 ------Stage 2 837 0 ------
Approach EB NB SB HCM Control Delay, s 9.1 0 1.1 HCM LOS A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 SBL SBT SBR Capacity (veh/h) 1540 - - 947 1377 - - HCM Lane V/C Ratio - - - 0.062 0.008 - - HCM Control Delay (s) 0 - - 9.1 7.6 - - HCM Lane LOS A - - A A - - HCM 95th %tile Q(veh) 0 - - 0.2 0 - -
Ogden Dunes 1/27/2017 Opening Year - Build Synchro 8 Report Timing Plan: PM Peak Page 6 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 18 126 139 219 59 62 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 24 168 185 292 79 83 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 522 906 609 492 183 163 Arrive On Green 0.02 0.46 0.31 0.31 0.10 0.10 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 24 168 185 292 79 83 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 0.2 1.4 2.0 4.3 1.2 1.4 Cycle Q Clear(g_c), s 0.2 1.4 2.0 4.3 1.2 1.4 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 522 906 609 492 183 163 V/C Ratio(X) 0.05 0.19 0.30 0.59 0.43 0.51 Avail Cap(c_a), veh/h 897 2061 1350 1090 1222 1090 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 5.2 4.4 7.2 8.0 11.6 11.7 Incr Delay (d2), s/veh 0.0 0.1 0.3 1.1 1.6 2.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.1 0.8 1.1 2.0 0.6 1.3 LnGrp Delay(d),s/veh 5.2 4.5 7.5 9.2 13.2 14.1 LnGrp LOS AAAABB Approach Vol, veh/h 192 477 162 Approach Delay, s/veh 4.6 8.5 13.7 Approach LOS A A B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 18.7 8.8 4.2 14.6 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 29.0 19.0 6.5 19.0 Max Q Clear Time (g_c+I1), s 3.4 3.4 2.2 6.3 Green Ext Time (p_c), s 2.8 0.4 0.0 2.3 Intersection Summary HCM 2010 Ctrl Delay 8.6 HCM 2010 LOS A
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: AM Peak Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 1.8
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 147 38 115 348 10 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 160 41 125 378 11 11
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 201 0 808 180 Stage 1 - - - - 180 - Stage 2 - - - - 628 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1371 - 350 863 Stage 1 - - - - 851 - Stage 2 - - - - 532 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1371 - 310 863 Mov Cap-2 Maneuver - - - - 310 - Stage 1 - - - - 851 - Stage 2 - - - - 471 -
Approach EB WB NB HCM Control Delay, s 0 2 13.3 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 456 - - 1371 - HCM Lane V/C Ratio 0.048 - - 0.091 - HCM Control Delay (s) 13.3 - - 7.9 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 0.1 - - 0.3 -
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: AM Peak Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent B 3/22/2017
Intersection Int Delay, s/veh 1.3
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 157 451 0 48 12 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 171 490 0 52 13
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 490 0 - 0 661 490 Stage 1 - - - - 490 - Stage 2 - - - - 171 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1073 - - - 427 578 Stage 1 - - - - 616 - Stage 2 - - - - 859 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1073 - - - 427 578 Mov Cap-2 Maneuver - - - - 427 - Stage 1 - - - - 616 - Stage 2 - - - - 859 -
Approach EB WB SB HCM Control Delay, s 0 0 14.3 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1073 - - - 451 HCM Lane V/C Ratio ----0.145 HCM Control Delay (s) 0 - - - 14.3 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.5
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: AM Peak Page 4 HCM 2010 TWSC 5: Hillcrest Rd & Ogden Dunes Ent D/Ogden Dunes Ent A 3/22/2017
Intersection Int Delay, s/veh 1.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 0 0 0 0 0 76 45 116 18 121 13 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------0 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 92 75 92 75 75 75 75 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 0 0 0 0 0 83 60 155 24 161 14
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 441 441 168 175 0 0 60 0 0 Stage 1 216 216 ------Stage 2 225 225 ------Critical Hdwy 6.42 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 5.42 5.52 ------Critical Hdwy Stg 2 5.42 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 574 510 876 1401 - - 1544 - - Stage 1 820 724 ------Stage 2 812 718 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 526 0 876 1401 - - 1544 - - Mov Cap-2 Maneuver 526 0 ------Stage 1 807 0 ------Stage 2 756 0 ------
Approach EB NB SB HCM Control Delay, s 0 2.1 0.9 HCM LOS A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 SBL SBT SBR Capacity (veh/h) 1401 - - - 1544 - - HCM Lane V/C Ratio 0.059 - - - 0.016 - - HCM Control Delay (s) 7.7 0 - 0 7.4 - - HCM Lane LOS A A - A A - - HCM 95th %tile Q(veh) 0.2 - - - 0 - -
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: AM Peak Page 5 HCM 2010 TWSC 10: Stagecoach Rd & Ogden Dunes Ent C 3/22/2017
Intersection Int Delay, s/veh 0
Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 0 0 20 20 133 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 0 0 22 22 145
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 116 94 166 0 - 0 Stage 1 94 - - - - - Stage 2 22 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 880 963 1412 - - - Stage 1 930 - - - - - Stage 2 1001 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 880 963 1412 - - - Mov Cap-2 Maneuver 880 - - - - - Stage 1 930 - - - - - Stage 2 1001 - - - - -
Approach EB NB SB HCM Control Delay, s 0 0 0 HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1412 ---- HCM Lane V/C Ratio ----- HCM Control Delay (s) 0 - 0 - - HCM Lane LOS A - A - - HCM 95th %tile Q(veh) 0 ----
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: AM Peak Page 6 HCM 2010 Signalized Intersection Summary 1: US 12 & Hillcrest Rd 3/22/2017
Movement EBL EBT WBT WBR SBL SBR Lane Configurations Volume (veh/h) 81 211 348 139 70 25 Number 7 4 8 18 1 16 Initial Q (Qb), veh 000000 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1961 1961 1863 1863 1863 Adj Flow Rate, veh/h 108 281 464 185 93 33 Adj No. of Lanes 111111 Peak Hour Factor 0.75 0.75 0.75 0.75 0.75 0.75 Percent Heavy Veh, % 222222 Cap, veh/h 309 834 580 468 612 546 Arrive On Green 0.06 0.43 0.30 0.30 0.34 0.34 Sat Flow, veh/h 1774 1961 1961 1583 1774 1583 Grp Volume(v), veh/h 108 281 464 185 93 33 Grp Sat Flow(s),veh/h/ln 1774 1961 1961 1583 1774 1583 Q Serve(g_s), s 2.0 5.0 11.4 4.9 1.9 0.7 Cycle Q Clear(g_c), s 2.0 5.0 11.4 4.9 1.9 0.7 Prop In Lane 1.00 1.00 1.00 1.00 Lane Grp Cap(c), veh/h 309 834 580 468 612 546 V/C Ratio(X) 0.35 0.34 0.80 0.40 0.15 0.06 Avail Cap(c_a), veh/h 487 1127 676 546 612 546 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 12.1 10.1 17.0 14.7 11.8 11.4 Incr Delay (d2), s/veh 0.7 0.2 5.9 0.5 0.5 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 2.7 7.0 2.2 1.0 0.8 LnGrp Delay(d),s/veh 12.8 10.3 22.9 15.2 12.3 11.6 LnGrp LOS B B C B B B Approach Vol, veh/h 389 649 126 Approach Delay, s/veh 11.0 20.7 12.2 Approach LOS B C B Timer 12345678 Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 28.2 24.0 6.8 21.4 Change Period (Y+Rc), s 6.0 6.0 3.5 6.0 Max Green Setting (Gmax), s 30.0 18.0 8.5 18.0 Max Q Clear Time (g_c+I1), s 7.0 3.9 4.0 13.4 Green Ext Time (p_c), s 4.9 0.3 0.1 2.0 Intersection Summary HCM 2010 Ctrl Delay 16.5 HCM 2010 LOS B
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: PM Peak Page 1 HCM 2010 TWSC 2: Stagecoach Rd & US 12 3/22/2017
Intersection Int Delay, s/veh 3.1
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 271 10 10 448 39 117 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 75 75 92 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 295 13 13 487 52 156
Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 308 0 815 301 Stage 1 - - - - 301 - Stage 2 - - - - 514 - Critical Hdwy - - 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1253 - 347 739 Stage 1 - - - - 751 - Stage 2 - - - - 600 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1253 - 342 739 Mov Cap-2 Maneuver - - - - 342 - Stage 1 - - - - 751 - Stage 2 - - - - 592 -
Approach EB WB NB HCM Control Delay, s 0 0.2 14.8 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h) 573 - - 1253 - HCM Lane V/C Ratio 0.363 - - 0.011 - HCM Control Delay (s) 14.8 - - 7.9 0 HCM Lane LOS B - - A A HCM 95th %tile Q(veh) 1.7 - - 0 -
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: PM Peak Page 3 HCM 2010 TWSC 3: US 12 & Ogden Dunes Ent B 3/22/2017
Intersection Int Delay, s/veh 4.8
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 388 422 0 140 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 422 459 0 152 39
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 459 0 - 0 881 459 Stage 1 - - - - 459 - Stage 2 - - - - 422 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1102 - - - 317 602 Stage 1 - - - - 636 - Stage 2 - - - - 662 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1102 - - - 317 602 Mov Cap-2 Maneuver - - - - 317 - Stage 1 - - - - 636 - Stage 2 - - - - 662 -
Approach EB WB SB HCM Control Delay, s 0 0 26.9 HCM LOS D
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1102 - - - 351 HCM Lane V/C Ratio ----0.545 HCM Control Delay (s) 0 - - - 26.9 HCM Lane LOS A - - - D HCM 95th %tile Q(veh) 0 - - - 3.1
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: PM Peak Page 4 HCM 2010 TWSC 4: Stagecoach Rd & Ogden Dunes Ent C 3/22/2017
Intersection Int Delay, s/veh 7.5
Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 136 0 0 20 20 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 181 0 0 27 27 0
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 54 27 27 0 - 0 Stage 1 27 - - - - - Stage 2 27 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 954 1048 1587 - - - Stage 1 996 - - - - - Stage 2 996 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 954 1048 1587 - - - Mov Cap-2 Maneuver 954 - - - - - Stage 1 996 - - - - - Stage 2 996 - - - - -
Approach EB NB SB HCM Control Delay, s 9.7 0 0 HCM LOS A
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1587 - 954 - - HCM Lane V/C Ratio - - 0.19 - - HCM Control Delay (s) 0 - 9.7 - - HCM Lane LOS A - A - - HCM 95th %tile Q(veh) 0 - 0.7 - -
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: PM Peak Page 5 HCM 2010 TWSC 9: Hillcrest Rd & Ogden Dunes Ent D/Ogden Dunes Ent A 3/22/2017
Intersection Int Delay, s/veh 1.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 6 0 38 0 0 0 0 168 52 8 57 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------0 50 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 75 75 75 75 92 75 92 75 75 75 75 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 0 51 0 0 0 0 224 69 11 76 0
Major/Minor Minor2 Major1 Major2 Conflicting Flow All 321 321 76 76 0 0 224 0 0 Stage 1 97 97 ------Stage 2 224 224 ------Critical Hdwy 6.42 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 5.42 5.52 ------Critical Hdwy Stg 2 5.42 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 673 596 985 1523 - - 1345 - - Stage 1 927 815 ------Stage 2 813 718 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 667 0 985 1523 - - 1345 - - Mov Cap-2 Maneuver 667 0 ------Stage 1 919 0 ------Stage 2 813 0 ------
Approach EB NB SB HCM Control Delay, s 9.2 0 0.9 HCM LOS A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1 SBL SBT SBR Capacity (veh/h) 1523 - - 925 1345 - - HCM Lane V/C Ratio - - - 0.063 0.008 - - HCM Control Delay (s) 0 - - 9.2 7.7 - - HCM Lane LOS A - - A A - - HCM 95th %tile Q(veh) 0 - - 0.2 0 - -
Ogden Dunes 1/27/2017 2040 - Build Synchro 8 Report Timing Plan: PM Peak Page 6 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.9
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 120 316 210 7 2 24 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 160 421 280 9 3 32
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 280 0 - 0 1021 280 Stage 1 - - - - 280 - Stage 2 - - - - 741 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1283 - - - 262 759 Stage 1 - - - - 767 - Stage 2 - - - - 471 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1283 - - - 229 759 Mov Cap-2 Maneuver - - - - 229 - Stage 1 - - - - 767 - Stage 2 - - - - 412 -
Approach EB WB SB HCM Control Delay, s 2.3 0 10.9 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1283 - - - 644 HCM Lane V/C Ratio 0.125 - - - 0.054 HCM Control Delay (s) 8.2 - - - 10.9 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.4 - - - 0.2
Dune Park 1/24/2017 Existing Synchro 8 Report AM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (East) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.2
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 81 237 215 22 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 108 316 287 29 0 3
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 287 0 - 0 819 287 Stage 1 - - - - 287 - Stage 2 - - - - 532 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1275 - - - 345 752 Stage 1 - - - - 762 - Stage 2 - - - - 589 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1275 - - - 316 752 Mov Cap-2 Maneuver - - - - 316 - Stage 1 - - - - 762 - Stage 2 - - - - 539 -
Approach EB WB SB HCM Control Delay, s 2.1 0 9.8 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1275 - - - 752 HCM Lane V/C Ratio 0.085 - - - 0.004 HCM Control Delay (s) 8.1 - - - 9.8 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0.3 - - - 0
Dune Park 1/24/2017 Existing Synchro 8 Report AM Page 2 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.3
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 14 327 237 1 7 60 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 436 316 1 9 80
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 316 0 - 0 789 316 Stage 1 - - - - 316 - Stage 2 - - - - 473 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1244 - - - 359 724 Stage 1 - - - - 739 - Stage 2 - - - - 627 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1244 - - - 354 724 Mov Cap-2 Maneuver - - - - 354 - Stage 1 - - - - 739 - Stage 2 - - - - 617 -
Approach EB WB SB HCM Control Delay, s 0.3 0 11.4 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1244 - - - 653 HCM Lane V/C Ratio 0.015 - - - 0.137 HCM Control Delay (s) 7.9 - - - 11.4 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.5
Dune Park 1/24/2017 Existing Synchro 8 Report PM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (East) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.4
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 3 331 180 3 14 58 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 4 441 240 4 19 77
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 240 0 - 0 689 240 Stage 1 - - - - 240 - Stage 2 - - - - 449 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1327 - - - 412 799 Stage 1 - - - - 800 - Stage 2 - - - - 643 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1327 - - - 411 799 Mov Cap-2 Maneuver - - - - 411 - Stage 1 - - - - 800 - Stage 2 - - - - 641 -
Approach EB WB SB HCM Control Delay, s 0.1 0 11.2 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1327 - - - 675 HCM Lane V/C Ratio 0.003 - - - 0.142 HCM Control Delay (s) 7.7 - - - 11.2 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.5
Dune Park 1/24/2017 Existing Synchro 8 Report PM Page 2 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.8
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 120 329 223 7 2 24 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 160 439 297 9 3 32
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 297 0 - 0 1056 297 Stage 1 - - - - 297 - Stage 2 - - - - 759 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1264 - - - 250 742 Stage 1 - - - - 754 - Stage 2 - - - - 462 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1264 - - - 218 742 Mov Cap-2 Maneuver - - - - 218 - Stage 1 - - - - 754 - Stage 2 - - - - 404 -
Approach EB WB SB HCM Control Delay, s 2.2 0 11.1 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1264 - - - 626 HCM Lane V/C Ratio 0.127 - - - 0.055 HCM Control Delay (s) 8.3 - - - 11.1 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.4 - - - 0.2
Dune Park 1/24/2017 2022 No Action Synchro 8 Report AM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (East) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.2
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 81 250 228 22 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 108 333 304 29 0 3
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 304 0 - 0 853 304 Stage 1 - - - - 304 - Stage 2 - - - - 549 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1257 - - - 330 736 Stage 1 - - - - 748 - Stage 2 - - - - 579 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1257 - - - 302 736 Mov Cap-2 Maneuver - - - - 302 - Stage 1 - - - - 748 - Stage 2 - - - - 529 -
Approach EB WB SB HCM Control Delay, s 2 0 9.9 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1257 - - - 736 HCM Lane V/C Ratio 0.086 - - - 0.004 HCM Control Delay (s) 8.1 - - - 9.9 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0.3 - - - 0
Dune Park 1/24/2017 2022 No Action Synchro 8 Report AM Page 2 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.3
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 14 345 247 1 7 60 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 460 329 1 9 80
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 329 0 - 0 826 329 Stage 1 - - - - 329 - Stage 2 - - - - 497 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1231 - - - 342 712 Stage 1 - - - - 729 - Stage 2 - - - - 611 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1231 - - - 337 712 Mov Cap-2 Maneuver - - - - 337 - Stage 1 - - - - 729 - Stage 2 - - - - 602 -
Approach EB WB SB HCM Control Delay, s 0.3 0 11.6 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1231 - - - 638 HCM Lane V/C Ratio 0.015 - - - 0.14 HCM Control Delay (s) 8 - - - 11.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.5
Dune Park 1/24/2017 2022 No Action Synchro 8 Report PM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (East) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.4
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 3 349 190 3 14 58 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 4 465 253 4 19 77
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 253 0 - 0 726 253 Stage 1 - - - - 253 - Stage 2 - - - - 473 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1312 - - - 391 786 Stage 1 - - - - 789 - Stage 2 - - - - 627 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1312 - - - 390 786 Mov Cap-2 Maneuver - - - - 390 - Stage 1 - - - - 789 - Stage 2 - - - - 625 -
Approach EB WB SB HCM Control Delay, s 0.1 0 11.4 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1312 - - - 656 HCM Lane V/C Ratio 0.003 - - - 0.146 HCM Control Delay (s) 7.8 - - - 11.4 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.5
Dune Park 1/24/2017 2022 No Action Synchro 8 Report PM Page 2 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.5
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 100 415 232 12 2 32 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 133 553 309 16 3 43
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 309 0 - 0 1129 309 Stage 1 - - - - 309 - Stage 2 - - - - 820 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1252 - - - 226 731 Stage 1 - - - - 745 - Stage 2 - - - - 433 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1252 - - - 202 731 Mov Cap-2 Maneuver - - - - 202 - Stage 1 - - - - 745 - Stage 2 - - - - 387 -
Approach EB WB SB HCM Control Delay, s 1.6 0 11.1 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1252 - - - 633 HCM Lane V/C Ratio 0.106 - - - 0.072 HCM Control Delay (s) 8.2 - - - 11.1 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.4 - - - 0.2
Dune Park 1/24/2017 2022 Build Synchro 8 Report Timing Plan: AM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (East) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.3
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 108 309 241 17 0 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 144 412 321 23 0 4
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 321 0 - 0 1021 321 Stage 1 - - - - 321 - Stage 2 - - - - 700 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1239 - - - 262 720 Stage 1 - - - - 735 - Stage 2 - - - - 493 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1239 - - - 232 720 Mov Cap-2 Maneuver - - - - 232 - Stage 1 - - - - 735 - Stage 2 - - - - 436 -
Approach EB WB SB HCM Control Delay, s 2.1 0 10 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1239 - - - 720 HCM Lane V/C Ratio 0.116 - - - 0.006 HCM Control Delay (s) 8.3 - - - 10 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.4 - - - 0
Dune Park 1/24/2017 2022 Build Synchro 8 Report Timing Plan: AM Page 2 HCM 2010 TWSC 4: US 12 & Dune Park (New) Entrance 2/6/2017
Intersection Int Delay, s/veh 0.8
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 59 250 258 8 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 64 272 280 9 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 289 0 - 0 685 285 Stage 1 - - - - 285 - Stage 2 - - - - 400 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1273 - - - 414 754 Stage 1 - - - - 763 - Stage 2 - - - - 677 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1273 - - - 390 754 Mov Cap-2 Maneuver - - - - 390 - Stage 1 - - - - 763 - Stage 2 - - - - 637 -
Approach EB WB SB HCM Control Delay, s 1.5 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1273 ---- HCM Lane V/C Ratio 0.05 ---- HCM Control Delay (s) 8 0 - - 0 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.2 ----
Dune Park 1/24/2017 2022 Build Synchro 8 Report Timing Plan: AM Page 3 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.6
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 19 346 278 1 11 71 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 25 461 371 1 15 95
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 371 0 - 0 883 371 Stage 1 - - - - 371 - Stage 2 - - - - 512 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1188 - - - 316 675 Stage 1 - - - - 698 - Stage 2 - - - - 602 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1188 - - - 309 675 Mov Cap-2 Maneuver - - - - 309 - Stage 1 - - - - 698 - Stage 2 - - - - 589 -
Approach EB WB SB HCM Control Delay, s 0.4 0 12.6 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1188 - - - 582 HCM Lane V/C Ratio 0.021 - - - 0.188 HCM Control Delay (s) 8.1 - - - 12.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.1 - - - 0.7
Dune Park 1/24/2017 2022 Build Synchro 8 Report Timing Plan: PM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (East) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.2
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 4 353 223 4 8 56 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 471 297 5 11 75
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 297 0 - 0 778 297 Stage 1 - - - - 297 - Stage 2 - - - - 481 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1264 - - - 365 742 Stage 1 - - - - 754 - Stage 2 - - - - 622 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1264 - - - 364 742 Mov Cap-2 Maneuver - - - - 364 - Stage 1 - - - - 754 - Stage 2 - - - - 620 -
Approach EB WB SB HCM Control Delay, s 0.1 0 11.3 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1264 - - - 657 HCM Lane V/C Ratio 0.004 - - - 0.13 HCM Control Delay (s) 7.9 - - - 11.3 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.4
Dune Park 1/24/2017 2022 Build Synchro 8 Report Timing Plan: PM Page 2 HCM 2010 TWSC 4: US 12 & Dune Park (New) Entrance 2/6/2017
Intersection Int Delay, s/veh 0.6
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 361 194 0 5 33 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 392 211 0 5 36
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 211 0 - 0 603 211 Stage 1 - - - - 211 - Stage 2 - - - - 392 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1360 - - - 462 829 Stage 1 - - - - 824 - Stage 2 - - - - 683 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1360 - - - 462 829 Mov Cap-2 Maneuver - - - - 462 - Stage 1 - - - - 824 - Stage 2 - - - - 683 -
Approach EB WB SB HCM Control Delay, s 0 0 10.1 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1360 - - - 751 HCM Lane V/C Ratio ----0.055 HCM Control Delay (s) 0 - - - 10.1 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2
Dune Park 1/24/2017 2022 Build Synchro 8 Report Timing Plan: PM Page 3 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.6
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 119 656 275 16 4 52 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 159 875 367 21 5 69
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 367 0 - 0 1559 367 Stage 1 - - - - 367 - Stage 2 - - - - 1192 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1192 - - - 124 678 Stage 1 - - - - 701 - Stage 2 - - - - 288 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1192 - - - 107 678 Mov Cap-2 Maneuver - - - - 107 - Stage 1 - - - - 701 - Stage 2 - - - - 250 -
Approach EB WB SB HCM Control Delay, s 1.3 0 13.6 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1192 - - - 491 HCM Lane V/C Ratio 0.133 - - - 0.152 HCM Control Delay (s) 8.5 - - - 13.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.5 - - - 0.5
Dune Park 1/24/2017 2040 Build Synchro 8 Report AM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.1
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 121 539 287 19 0 4 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 161 719 383 25 0 5
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 383 0 - 0 1424 383 Stage 1 - - - - 383 - Stage 2 - - - - 1041 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1175 - - - 150 664 Stage 1 - - - - 689 - Stage 2 - - - - 340 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1175 - - - 129 664 Mov Cap-2 Maneuver - - - - 129 - Stage 1 - - - - 689 - Stage 2 - - - - 293 -
Approach EB WB SB HCM Control Delay, s 1.6 0 10.5 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1175 - - - 664 HCM Lane V/C Ratio 0.137 - - - 0.008 HCM Control Delay (s) 8.6 - - - 10.5 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0.5 - - - 0
Dune Park 1/24/2017 2040 Build Synchro 8 Report AM Page 2 HCM 2010 TWSC 4: US 12 & Dune Park (New) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.9
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 187 352 306 27 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 203 383 333 29 0 0
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 362 0 - 0 1136 347 Stage 1 - - - - 347 - Stage 2 - - - - 789 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1197 - - - 223 696 Stage 1 - - - - 716 - Stage 2 - - - - 448 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1197 - - - 175 696 Mov Cap-2 Maneuver - - - - 175 - Stage 1 - - - - 716 - Stage 2 - - - - 352 -
Approach EB WB SB HCM Control Delay, s 3 0 0 HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1197 ---- HCM Lane V/C Ratio 0.17 ---- HCM Control Delay (s) 8.6 0 - - 0 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0.6 ----
Dune Park 1/24/2017 2040 Build Synchro 8 Report AM Page 3 HCM 2010 TWSC 2: US 12 & Dune Park (West) Entrance 2/6/2017
Intersection Int Delay, s/veh 2.2
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 31 438 477 2 13 90 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 41 584 636 3 17 120
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 636 0 - 0 1303 636 Stage 1 - - - - 636 - Stage 2 - - - - 667 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 947 - - - 177 478 Stage 1 - - - - 527 - Stage 2 - - - - 510 - Platoon blocked, % - - - Mov Cap-1 Maneuver 947 - - - 169 478 Mov Cap-2 Maneuver - - - - 169 - Stage 1 - - - - 527 - Stage 2 - - - - 488 -
Approach EB WB SB HCM Control Delay, s 0.6 0 19.3 HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 947 - - - 388 HCM Lane V/C Ratio 0.044 - - - 0.354 HCM Control Delay (s) 9 - - - 19.3 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0.1 - - - 1.6
Dune Park 1/24/2017 2040 Build Synchro 8 Report PM Page 1 HCM 2010 TWSC 3: US 12 & Dune Park (East) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.2
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 6 445 421 6 10 58 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 100 - - 100 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 75 75 75 75 75 75 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 8 593 561 8 13 77
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 561 0 - 0 1170 561 Stage 1 - - - - 561 - Stage 2 - - - - 609 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1010 - - - 213 527 Stage 1 - - - - 571 - Stage 2 - - - - 543 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1010 - - - 211 527 Mov Cap-2 Maneuver - - - - 211 - Stage 1 - - - - 571 - Stage 2 - - - - 539 -
Approach EB WB SB HCM Control Delay, s 0.1 0 15.5 HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1010 - - - 432 HCM Lane V/C Ratio 0.008 - - - 0.21 HCM Control Delay (s) 8.6 - - - 15.5 HCM Lane LOS A - - - C HCM 95th %tile Q(veh) 0 - - - 0.8
Dune Park 1/24/2017 2040 Build Synchro 8 Report PM Page 2 HCM 2010 TWSC 4: US 12 & Dune Park (New) Entrance 2/6/2017
Intersection Int Delay, s/veh 1.8
Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 455 320 0 18 107 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 495 348 0 20 116
Major/Minor Major1 Major2 Minor2 Conflicting Flow All 348 0 - 0 843 348 Stage 1 - - - - 348 - Stage 2 - - - - 495 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1211 - - - 334 695 Stage 1 - - - - 715 - Stage 2 - - - - 613 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1211 - - - 334 695 Mov Cap-2 Maneuver - - - - 334 - Stage 1 - - - - 715 - Stage 2 - - - - 613 -
Approach EB WB SB HCM Control Delay, s 0 0 12.7 HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1211 - - - 601 HCM Lane V/C Ratio ----0.226 HCM Control Delay (s) 0 - - - 12.7 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.9
Dune Park 1/24/2017 2040 Build Synchro 8 Report PM Page 3 NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
APPENDIX B Michigan City Traffic Data
NICTD DT-NWI MP 58.8 to MP 32.2 Parking and Traffic Technical Memorandum
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HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 3 53 36 23 71 14 37 216 53 2 58 5 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 000000000000 Ped-Bike Adj (A_pbT) 0.99 0.98 0.99 0.98 0.99 0.99 1.00 0.99 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 3 56 38 24 75 15 39 227 56 2 61 5 Adj No. of Lanes 010010020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 62 147 96 100 183 32 290 1602 388 90 2120 170 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.14 0.67 0.67 0.67 0.67 0.67 0.67 Ln Grp Delay, s/veh 25.1 0.0 0.0 25.4 0.0 0.0 4.1 0.0 4.2 3.6 0.0 3.6 Ln Grp LOS C C A A A A Approach Vol, veh/h 97 114 322 68 Approach Delay, s/veh 25.1 25.4 4.1 3.6 Approach LOS C C A A Timer: 12345678 Assigned Phs 2468 Case No 8.0 8.0 8.0 8.0 Phs Duration (G+Y+Rc), s 48.0 15.0 48.0 15.0 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green (Gmax), s 42.0 36.0 42.0 36.0 Max Allow Headway (MAH), s 5.2 5.2 5.2 5.2 Max Q Clear (g_c+l1), s 4.2 5.2 2.4 5.6 Green Ext Time (g_e), s 2.4 1.2 2.4 1.2 Prob of Phs Call (p_c) 1.00 0.98 1.00 0.98 Prob of Max Out (p_x) 0.00 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5713 Mvmt Sat Flow, veh/h 330 18 44 215 Through Movement Data Assigned Mvmt 2468 Mvmt Sat Flow, veh/h 2403 1028 3181 1279 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 582 674 255 226 Left Lane Group Data Assigned Mvmt 05070103 Lane Assignment L+T L+T+R L+T L+T+R Lanes in Grp 01010101
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Grp Vol (v), veh/h 0 169 0 97 0 36 0 114 Grp Sat Flow (s), veh/h/ln 0 1728 0 1720 0 1831 0 1720 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 Cycle Q Clear Time (g_c), s 0.0 2.1 0.0 3.2 0.0 0.4 0.0 3.6 Perm LT Sat Flow (s_l), veh/h/ln 0 1348 0 1310 0 1109 0 1305 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1859 0 0 0 1838 Perm LT Eff Green (g_p), s 0.0 42.0 0.0 9.0 0.0 42.0 0.0 9.0 Perm LT Serve Time (g_u), s 0.0 41.6 0.0 5.4 0.0 39.8 0.0 5.8 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.2 Time to First Blk (g_f), s 0.0 6.6 0.0 5.9 0.0 23.6 0.0 3.5 Serve Time pre Blk (g_fs), s 0.0 2.1 0.0 3.2 0.0 0.4 0.0 3.5 Prop LT Inside Lane (P_L) 0.00 0.23 0.00 0.03 0.00 0.06 0.00 0.21 Lane Grp Cap (c), veh/h 0 1222 0 305 0 1281 0 315 V/C Ratio (X) 0.00 0.14 0.00 0.32 0.00 0.03 0.00 0.36 Avail Cap (c_a), veh/h 0 1222 0 1035 0 1281 0 1026 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 3.9 0.0 24.5 0.0 3.6 0.0 24.7 Incr Delay (d2), s/veh 0.0 0.2 0.0 0.6 0.0 0.0 0.0 0.7 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.1 0.0 25.1 0.0 3.6 0.0 25.4 1st-Term Q (Q1), veh/ln 0.0 1.1 0.0 1.5 0.0 0.2 0.0 1.8 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.1 0.0 0.0 0.0 0.1 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 1.2 0.0 1.6 0.0 0.2 0.0 1.9 %ile Storage Ratio (RQ%) 0.00 0.15 0.00 0.10 0.00 0.03 0.00 0.13 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040608 Lane Assignment Lanes in Grp 00000000 Grp Vol (v), veh/h 00000000 Grp Sat Flow (s), veh/h/ln 00000000 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 00000000 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 00000000 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Grp 01000100 Grp Vol (v), veh/h 0 153 0 0 0 32 0 0 Grp Sat Flow (s), veh/h/ln 0 1588 0 0 0 1648 0 0 Q Serve Time (g_s), s 0.0 2.2 0.0 0.0 0.0 0.4 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 2.2 0.0 0.0 0.0 0.4 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.37 0.00 0.39 0.00 0.15 0.00 0.13 Lane Grp Cap (c), veh/h 0 1058 0 0 0 1098 0 0 V/C Ratio (X) 0.00 0.14 0.00 0.00 0.00 0.03 0.00 0.00 Avail Cap (c_a), veh/h 0 1058 0 0 0 1098 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 3.9 0.0 0.0 0.0 3.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.2 0.0 0.0 0.0 3.6 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.0 0.0 0.0 0.0 0.2 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 1.1 0.0 0.0 0.0 0.2 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.14 0.00 0.00 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 11.5 HCM 2010 LOS B
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 3 HCM 2010 TWSC 2: Lafayette St & 11th St 6/7/2017
Intersection Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 80 3 13 129 1 4 16 10 1 18 2 Conflicting Peds, #/hr 1 0 1 1 0 1 1 0 0 0 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 84 3 14 136 1 4 17 11 1 19 2
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 138 0 0 88 0 0 268 258 88 272 260 138 Stage 1 ------93 93 - 165 165 - Stage 2 ------175 165 - 107 95 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1446 - - 1508 - - 685 646 970 680 645 910 Stage 1 ------914 818 - 837 762 - Stage 2 ------827 762 - 898 816 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1445 - - 1507 - - 661 637 968 652 636 908 Mov Cap-2 Maneuver ------661 637 - 652 636 - Stage 1 ------911 816 - 835 754 - Stage 2 ------796 754 - 867 814 -
Approach EB WB NB SB HCM Control Delay, s 0.3 0.7 10.2 10.7 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 723 1445 - - 1507 - - 655 HCM Lane V/C Ratio 0.044 0.002 - - 0.009 - - 0.034 HCM Control Delay (s) 10.2 7.5 0 - 7.4 0 - 10.7 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 5 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 2 10 3 0 3 19 10693 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 2 11 3 0 3 20 10693 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7 7.1 7.1 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 33% 13% 13% 6% Vol Thru, % 50% 67% 83% 82% Vol Right, % 17% 20% 4% 12% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 18 15 23 17 LT Vol 6231 Through Vol 9 10 19 14 RT Vol 3312 Lane Flow Rate 19 16 24 18 Geometry Grp 1111 Degree of Util (X) 0.021 0.017 0.027 0.02 Departure Headway (Hd) 3.985 3.924 4.01 3.96 Convergence, Y/N Yes Yes Yes Yes Cap 899 913 894 905 Service Time 2.004 1.944 2.029 1.979 HCM Lane V/C Ratio 0.021 0.018 0.027 0.02 HCM Control Delay 7.1 7 7.1 7.1 HCM Lane LOS AAAA HCM 95th-tile Q 0.1 0.1 0.1 0.1
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 6 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 1 14 2 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 1 15 2 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.1 HCM LOS A
Lane
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 7 HCM 2010 TWSC 6: Cedar St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 84 1 15 119 1 2 8 2 1 7 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 88 1 16 125 1 2 8 2 1 7 1
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 126 0 0 89 0 0 253 249 89 253 249 126 Stage 1 ------91 91 - 157 157 - Stage 2 ------162 158 - 96 92 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1460 - - 1506 - - 700 654 969 700 654 924 Stage 1 ------916 820 - 845 768 - Stage 2 ------840 767 - 911 819 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1460 - - 1506 - - 687 646 969 685 646 924 Mov Cap-2 Maneuver ------687 646 - 685 646 - Stage 1 ------915 819 - 844 760 - Stage 2 ------822 759 - 899 818 -
Approach EB WB NB SB HCM Control Delay, s 0.1 0.8 10.3 10.4 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 691 1460 - - 1506 - - 673 HCM Lane V/C Ratio 0.018 0.001 - - 0.01 - - 0.014 HCM Control Delay (s) 10.3 7.5 0 - 7.4 0 - 10.4 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 9 HCM 2010 TWSC 7: Cedar St & 10th St 6/7/2017
Intersection Int Delay, s/veh 2.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 12 1 3 20 4 2 4 1 1 6 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 13 1 3 21 4 2 4 1 1 6 1
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 25 0 0 14 0 0 48 47 13 47 45 23 Stage 1 ------15 15 - 29 29 - Stage 2 ------33 32 - 18 16 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1589 - - 1604 - - 953 845 1067 954 847 1054 Stage 1 ------1005 883 - 988 871 - Stage 2 ------983 868 - 1001 882 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1589 - - 1604 - - 944 842 1067 947 844 1054 Mov Cap-2 Maneuver ------944 842 - 947 844 - Stage 1 ------1004 882 - 987 869 - Stage 2 ------973 866 - 994 881 -
Approach EB WB NB SB HCM Control Delay, s 0.5 0.8 9 9.1 HCM LOS A A
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 897 1589 - - 1604 - - 878 HCM Lane V/C Ratio 0.008 0.001 - - 0.002 - - 0.01 HCM Control Delay (s) 9 7.3 0 - 7.2 0 - 9.1 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0 0 - - 0 - - 0
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 10 HCM 2010 TWSC 9: Spring St & 11th St 6/7/2017
Intersection Int Delay, s/veh 2.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 82 30 20 101 1 3 14 4 1 15 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 86 32 21 106 1 3 15 4 1 16 2
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 107 0 0 118 0 0 266 257 102 267 273 107 Stage 1 ------108 108 - 149 149 - Stage 2 ------158 149 - 118 124 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1484 - - 1470 - - 687 647 953 686 634 947 Stage 1 ------897 806 - 854 774 - Stage 2 ------844 774 - 887 793 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1484 - - 1470 - - 664 636 953 662 623 947 Mov Cap-2 Maneuver ------664 636 - 662 623 - Stage 1 ------895 804 - 852 762 - Stage 2 ------812 762 - 865 791 -
Approach EB WB NB SB HCM Control Delay, s 0.2 1.2 10.4 10.7 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 683 1484 - - 1470 - - 650 HCM Lane V/C Ratio 0.032 0.002 - - 0.014 - - 0.029 HCM Control Delay (s) 10.4 7.4 0 - 7.5 0 - 10.7 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0.1
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 11 HCM 2010 AWSC 10: Spring St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0293032110583 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0293032210583 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7 7.1 7.1 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 31% 14% 12% 7% Vol Thru, % 50% 64% 84% 79% Vol Right, % 19% 21% 4% 14% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 16 14 25 14 LT Vol 5231 Through Vol 8 9 21 11 RT Vol 3312 Lane Flow Rate 17 15 26 15 Geometry Grp 1111 Degree of Util (X) 0.019 0.016 0.029 0.016 Departure Headway (Hd) 3.965 3.908 4 3.946 Convergence, Y/N Yes Yes Yes Yes Cap 904 917 897 908 Service Time 1.985 1.927 2.016 1.967 HCM Lane V/C Ratio 0.019 0.016 0.029 0.017 HCM Control Delay 7.1 7 7.1 7 HCM Lane LOS AAAA HCM 95th-tile Q 0.1 0 0.1 0
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 12 HCM 2010 AWSC 10: Spring St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 1 11 2 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 1 12 2 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7 HCM LOS A
Lane
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 13 HCM 2010 TWSC 12: Pine St & 11th St 6/7/2017
Intersection Int Delay, s/veh 5.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 90 16 10 89 6 17 96 24 1 26 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 95 17 11 94 6 18 101 25 1 27 2
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 100 0 0 112 0 0 240 228 103 289 234 97 Stage 1 ------107 107 - 118 118 - Stage 2 ------133 121 - 171 116 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1493 - - 1478 - - 714 671 952 663 666 959 Stage 1 ------898 807 - 887 798 - Stage 2 ------870 796 - 831 800 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1493 - - 1478 - - 685 665 952 566 660 959 Mov Cap-2 Maneuver ------685 665 - 566 660 - Stage 1 ------897 806 - 886 792 - Stage 2 ------831 790 - 707 799 -
Approach EB WB NB SB HCM Control Delay, s 0.1 0.7 11.4 10.6 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 705 1493 - - 1478 - - 671 HCM Lane V/C Ratio 0.205 0.001 - - 0.007 - - 0.045 HCM Control Delay (s) 11.4 7.4 0 - 7.5 0 - 10.6 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.8 0 - - 0 - - 0.1
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 15 HCM 2010 TWSC 13: Pine St & 10th St 6/7/2017
Intersection Int Delay, s/veh 2.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 7 5 4 23 1 8 93 2 1 19 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 7 5 4 24 1 8 98 2 1 20 1
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 151 140 21 145 139 99 21 0 0 100 0 0 Stage 1 23 23 - 116 116 ------Stage 2 128 117 - 29 23 ------Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 816 751 1056 824 752 957 1595 - - 1493 - - Stage 1 995 876 - 889 800 ------Stage 2 876 799 - 988 876 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 791 746 1056 810 747 957 1595 - - 1493 - - Mov Cap-2 Maneuver 791 746 - 810 747 ------Stage 1 990 875 - 885 796 ------Stage 2 844 795 - 974 875 ------
Approach EB WB NB SB HCM Control Delay, s 9.3 9.9 0.6 0.4 HCM LOS A A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1595 - - 845 761 1493 - - HCM Lane V/C Ratio 0.005 - - 0.016 0.039 0.001 - - HCM Control Delay (s) 7.3 0 - 9.3 9.9 7.4 0 - HCM Lane LOS A A - AAAA - HCM 95th %tile Q(veh) 0 - - 0 0.1 0 - -
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 16 HCM 2010 TWSC 16: Franklin St & 10th St 6/7/2017
Intersection Int Delay, s/veh 2.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 5 11 10 20 3 19 207 5 1 42 2 Conflicting Peds, #/hr 0 0 0 0 0 0 5 0 2 2 0 5 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 5 12 11 21 3 20 218 5 1 44 2
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 206 310 28 288 309 117 46 0 0 223 0 0 Stage 1 47 47 - 261 261 ------Stage 2 159 263 - 27 48 ------Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 ------Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 ------Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Cap-1 Maneuver 733 603 1041 642 604 913 1560 - - 1343 - - Stage 1 961 855 - 721 691 ------Stage 2 827 689 - 987 854 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 699 593 1037 620 594 909 1554 - - 1337 - - Mov Cap-2 Maneuver 699 593 - 620 594 ------Stage 1 947 854 - 710 681 ------Stage 2 783 679 - 965 853 ------
Approach EB WB NB SB HCM Control Delay, s 9.5 11.1 0.6 0.2 HCM LOS A B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1554 - - 822 621 1337 - - HCM Lane V/C Ratio 0.013 - - 0.023 0.056 0.001 - - HCM Control Delay (s) 7.3 0 - 9.5 11.1 7.7 0 - HCM Lane LOS A A - ABAA - HCM 95th %tile Q(veh) 0 - - 0.1 0.2 0 - -
Michigan City 6/6/2017 Existing AM Synchro 8 Report Page 17 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 11 104 122 69 70 27 38 314 112 9 145 7 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 000000000000 Ped-Bike Adj (A_pbT) 1.00 0.98 1.00 0.98 1.00 0.98 1.00 0.98 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 12 109 128 73 74 28 40 331 118 9 153 7 Adj No. of Lanes 010010020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 63 162 178 173 160 49 182 1419 489 125 1955 89 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.62 0.62 0.62 0.62 0.62 0.62 Ln Grp Delay, s/veh 26.7 0.0 0.0 24.8 0.0 0.0 6.3 0.0 6.5 5.4 0.0 5.4 Ln Grp LOS C C A A A A Approach Vol, veh/h 249 175 489 169 Approach Delay, s/veh 26.7 24.8 6.4 5.4 Approach LOS C C A A Timer: 12345678 Assigned Phs 2468 Case No 8.0 8.0 8.0 8.0 Phs Duration (G+Y+Rc), s 48.0 20.1 48.0 20.1 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green (Gmax), s 42.0 36.0 42.0 36.0 Max Allow Headway (MAH), s 5.2 5.4 5.2 5.4 Max Q Clear (g_c+l1), s 6.6 11.3 3.3 8.8 Green Ext Time (g_e), s 4.3 2.7 4.3 2.7 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5713 Mvmt Sat Flow, veh/h 197 34 108 475 Through Movement Data Assigned Mvmt 2468 Mvmt Sat Flow, veh/h 2301 781 3169 776 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 793 863 144 238 Left Lane Group Data Assigned Mvmt 05070103 Lane Assignment L+T L+T+R L+T L+T+R Lanes in Grp 01010101
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Grp Vol (v), veh/h 0 261 0 249 0 88 0 175 Grp Sat Flow (s), veh/h/ln 0 1759 0 1679 0 1756 0 1489 Q Serve Time (g_s), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 4.3 0.0 9.3 0.0 1.3 0.0 6.8 Perm LT Sat Flow (s_l), veh/h/ln 0 1242 0 1311 0 955 0 1160 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1858 0 0 0 1396 Perm LT Eff Green (g_p), s 0.0 42.0 0.0 14.1 0.0 42.0 0.0 14.1 Perm LT Serve Time (g_u), s 0.0 40.7 0.0 7.3 0.0 37.4 0.0 4.7 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 1.3 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 10.7 0.0 8.0 0.0 15.8 0.0 2.7 Serve Time pre Blk (g_fs), s 0.0 4.3 0.0 8.0 0.0 1.3 0.0 2.7 Prop LT Inside Lane (P_L) 0.00 0.15 0.00 0.05 0.00 0.10 0.00 0.42 Lane Grp Cap (c), veh/h 0 1146 0 403 0 1142 0 383 V/C Ratio (X) 0.00 0.23 0.00 0.62 0.00 0.08 0.00 0.46 Avail Cap (c_a), veh/h 0 1146 0 937 0 1142 0 845 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 5.8 0.0 25.1 0.0 5.2 0.0 23.9 Incr Delay (d2), s/veh 0.0 0.5 0.0 1.6 0.0 0.1 0.0 0.9 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 6.3 0.0 26.7 0.0 5.4 0.0 24.8 1st-Term Q (Q1), veh/ln 0.0 2.2 0.0 4.4 0.0 0.7 0.0 2.9 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.2 0.0 0.0 0.0 0.1 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 2.3 0.0 4.5 0.0 0.7 0.0 3.0 %ile Storage Ratio (RQ%) 0.00 0.30 0.00 0.29 0.00 0.08 0.00 0.22 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040608 Lane Assignment Lanes in Grp 00000000 Grp Vol (v), veh/h 00000000 Grp Sat Flow (s), veh/h/ln 00000000 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 00000000 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 00000000 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Grp 01000100 Grp Vol (v), veh/h 0 228 0 0 0 81 0 0 Grp Sat Flow (s), veh/h/ln 0 1532 0 0 0 1665 0 0 Q Serve Time (g_s), s 0.0 4.6 0.0 0.0 0.0 1.3 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 4.6 0.0 0.0 0.0 1.3 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.52 0.00 0.51 0.00 0.09 0.00 0.16 Lane Grp Cap (c), veh/h 0 945 0 0 0 1027 0 0 V/C Ratio (X) 0.00 0.24 0.00 0.00 0.00 0.08 0.00 0.00 Avail Cap (c_a), veh/h 0 945 0 0 0 1027 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 5.9 0.0 0.0 0.0 5.3 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.0 0.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 6.5 0.0 0.0 0.0 5.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.9 0.0 0.0 0.0 0.6 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 2.1 0.0 0.0 0.0 0.6 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.27 0.00 0.00 0.00 0.07 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 13.9 HCM 2010 LOS B
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 3 HCM 2010 TWSC 2: Lafayette St & 11th St 6/7/2017
Intersection Int Delay, s/veh 2.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 15 171 16 12 145 2 13 23 18 2 11 3 Conflicting Peds, #/hr 2 0 3 3 0 2 0 0 8 8 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 16 180 17 13 153 2 14 24 19 2 12 3
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 163 0 0 205 0 0 422 416 199 437 423 165 Stage 1 ------228 228 - 187 187 - Stage 2 ------194 188 - 250 236 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1416 - - 1366 - - 542 527 842 530 522 879 Stage 1 ------775 715 - 815 745 - Stage 2 ------808 745 - 754 710 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1412 - - 1363 - - 517 508 834 486 503 871 Mov Cap-2 Maneuver ------517 508 - 486 503 - Stage 1 ------760 701 - 799 733 - Stage 2 ------782 733 - 700 696 -
Approach EB WB NB SB HCM Control Delay, s 0.6 0.6 11.8 11.8 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 587 1412 - - 1363 - - 544 HCM Lane V/C Ratio 0.097 0.011 - - 0.009 - - 0.031 HCM Control Delay (s) 11.8 7.6 0 - 7.7 0 - 11.8 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.3 0 - - 0 - - 0.1
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 5 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 7.2 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 4 24 4 0 2 29 7 0 6 19 12 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 4 25 4 0 2 31 7 0 6 20 13 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.2 7.2 7.1 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 16% 12% 5% 7% Vol Thru, % 51% 75% 76% 71% Vol Right, % 32% 12% 18% 21% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 37 32 38 14 LT Vol 6421 Through Vol 19 24 29 10 RT Vol 12 4 7 3 Lane Flow Rate 39 34 40 15 Geometry Grp 1111 Degree of Util (X) 0.042 0.038 0.044 0.016 Departure Headway (Hd) 3.911 4.008 3.953 3.978 Convergence, Y/N Yes Yes Yes Yes Cap 913 893 905 897 Service Time 1.945 2.035 1.98 2.016 HCM Lane V/C Ratio 0.043 0.038 0.044 0.017 HCM Control Delay 7.1 7.2 7.2 7.1 HCM Lane LOS AAAA HCM 95th-tile Q 0.1 0.1 0.1 0
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 6 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 1 10 3 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 1 11 3 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.1 HCM LOS A
Lane
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 7 HCM 2010 TWSC 6: Cedar St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 6 195 6 5 155 1 5 10 7 1 4 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 6 205 6 5 163 1 5 11 7 1 4 2
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 164 0 0 212 0 0 398 396 208 404 398 164 Stage 1 ------221 221 - 174 174 - Stage 2 ------177 175 - 230 224 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1414 - - 1358 - - 562 541 832 557 540 881 Stage 1 ------781 720 - 828 755 - Stage 2 ------825 754 - 773 718 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1414 - - 1358 - - 553 536 832 540 535 881 Mov Cap-2 Maneuver ------553 536 - 540 535 - Stage 1 ------777 716 - 824 752 - Stage 2 ------815 751 - 751 714 -
Approach EB WB NB SB HCM Control Delay, s 0.2 0.2 11.1 11 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 609 1414 - - 1358 - - 604 HCM Lane V/C Ratio 0.038 0.004 - - 0.004 - - 0.012 HCM Control Delay (s) 11.1 7.6 0 - 7.7 0 - 11 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 9 HCM 2010 TWSC 7: Cedar St & 10th St 6/7/2017
Intersection Int Delay, s/veh 2.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 28 2 1 33 3 2 8 5 1 4 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 29 2 1 35 3 2 8 5 1 4 1
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 38 0 0 32 0 0 76 75 31 80 74 36 Stage 1 ------35 35 - 38 38 - Stage 2 ------41 40 - 42 36 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1572 - - 1580 - - 914 815 1043 908 816 1037 Stage 1 ------981 866 - 977 863 - Stage 2 ------974 862 - 972 865 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1572 - - 1580 - - 908 813 1043 895 814 1037 Mov Cap-2 Maneuver ------908 813 - 895 814 - Stage 1 ------980 865 - 976 862 - Stage 2 ------967 861 - 957 864 -
Approach EB WB NB SB HCM Control Delay, s 0.5 0.2 9.1 9.2 HCM LOS A A
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 891 1572 - - 1580 - - 858 HCM Lane V/C Ratio 0.018 0.001 - - 0.001 - - 0.007 HCM Control Delay (s) 9.1 7.3 0 - 7.3 0 - 9.2 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0.1 0 - - 0 - - 0
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 10 HCM 2010 TWSC 9: Spring St & 11th St 6/7/2017
Intersection Int Delay, s/veh 2.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 13 187 28 10 150 2 35 19 20 4 9 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 14 197 29 11 158 2 37 20 21 4 9 3
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 160 0 0 226 0 0 425 420 212 439 434 159 Stage 1 ------239 239 - 180 180 - Stage 2 ------186 181 - 259 254 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1419 - - 1342 - - 540 525 828 528 515 886 Stage 1 ------764 708 - 822 750 - Stage 2 ------816 750 - 746 697 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1419 - - 1342 - - 522 515 828 492 505 886 Mov Cap-2 Maneuver ------522 515 - 492 505 - Stage 1 ------756 700 - 813 743 - Stage 2 ------795 743 - 698 689 -
Approach EB WB NB SB HCM Control Delay, s 0.4 0.5 12.2 11.8 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 578 1419 - - 1342 - - 545 HCM Lane V/C Ratio 0.135 0.01 - - 0.008 - - 0.031 HCM Control Delay (s) 12.2 7.6 0 - 7.7 0 - 11.8 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0.5 0 - - 0 - - 0.1
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 11 HCM 2010 AWSC 10: Spring St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 7.1 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 3 18 3 0 3 25 7 0 5 16 10 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 3 19 3 0 3 26 7 0 5 17 11 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.1 7.1 7.1 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 16% 12% 9% 27% Vol Thru, % 52% 75% 71% 53% Vol Right, % 32% 12% 20% 20% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 31 24 35 15 LT Vol 5334 Through Vol 16 18 25 8 RT Vol 10 3 7 3 Lane Flow Rate 33 25 37 16 Geometry Grp 1111 Degree of Util (X) 0.035 0.028 0.04 0.018 Departure Headway (Hd) 3.892 3.996 3.934 3.999 Convergence, Y/N Yes Yes Yes Yes Cap 919 896 910 894 Service Time 1.921 2.022 1.958 2.03 HCM Lane V/C Ratio 0.036 0.028 0.041 0.018 HCM Control Delay 7.1 7.1 7.1 7.1 HCM Lane LOS AAAA HCM 95th-tile Q 0.1 0.1 0.1 0.1
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 12 HCM 2010 AWSC 10: Spring St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0483 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0483 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.1 HCM LOS A
Lane
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 13 HCM 2010 TWSC 12: Pine St & 11th St 6/7/2017
Intersection Int Delay, s/veh 6.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 177 42 31 145 12 19 140 50 4 65 3 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 186 44 33 153 13 20 147 53 4 68 3
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 165 0 0 231 0 0 479 450 208 543 465 159 Stage 1 ------219 219 - 224 224 - Stage 2 ------260 231 - 319 241 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1413 - - 1337 - - 497 504 832 451 495 886 Stage 1 ------783 722 - 779 718 - Stage 2 ------745 713 - 693 706 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1413 - - 1337 - - 431 488 832 317 480 886 Mov Cap-2 Maneuver ------431 488 - 317 480 - Stage 1 ------780 719 - 776 699 - Stage 2 ------652 694 - 514 703 -
Approach EB WB NB SB HCM Control Delay, s 0.2 1.3 16.4 14 HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 534 1413 - - 1337 - - 475 HCM Lane V/C Ratio 0.412 0.004 - - 0.024 - - 0.16 HCM Control Delay (s) 16.4 7.6 0 - 7.8 0 - 14 HCM Lane LOS C A A - A A - B HCM 95th %tile Q(veh) 2 0 - - 0.1 - - 0.6
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 15 HCM 2010 TWSC 13: Pine St & 10th St 6/7/2017
Intersection Int Delay, s/veh 2.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 1 9 8 3 23 5 6 140 12 6 64 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 9 8 3 24 5 6 147 13 6 67 1
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 262 254 68 255 247 154 68 0 0 160 0 0 Stage 1 81 81 - 166 166 ------Stage 2 181 173 - 89 81 ------Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 691 650 995 698 655 892 1533 - - 1419 - - Stage 1 927 828 - 836 761 ------Stage 2 821 756 - 918 828 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 663 645 995 680 650 892 1533 - - 1419 - - Mov Cap-2 Maneuver 663 645 - 680 650 ------Stage 1 923 825 - 833 758 ------Stage 2 787 753 - 896 825 ------
Approach EB WB NB SB HCM Control Delay, s 9.8 10.5 0.3 0.6 HCM LOS A B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1533 - - 766 683 1419 - - HCM Lane V/C Ratio 0.004 - - 0.025 0.048 0.004 - - HCM Control Delay (s) 7.4 0 - 9.8 10.5 7.5 0 - HCM Lane LOS A A - ABAA - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - -
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 16 HCM 2010 TWSC 16: Franklin St & 10th St 6/7/2017
Intersection Int Delay, s/veh 1.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 7 17 5 20 4 14 312 12 1 141 3 Conflicting Peds, #/hr 5 0 2 2 0 5 7 0 5 5 0 7 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 7 18 5 21 4 15 328 13 1 148 3
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 366 533 88 454 528 183 157 0 0 346 0 0 Stage 1 157 157 - 369 369 ------Stage 2 209 376 - 85 159 ------Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 ------Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 ------Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Cap-1 Maneuver 565 451 953 489 454 828 1420 - - 1210 - - Stage 1 829 767 - 623 619 ------Stage 2 774 615 - 913 765 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 531 441 943 464 444 820 1412 - - 1203 - - Mov Cap-2 Maneuver 531 441 - 464 444 ------Stage 1 815 763 - 612 608 ------Stage 2 729 604 - 881 761 ------
Approach EB WB NB SB HCM Control Delay, s 10.5 13 0.3 0.1 HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1412 - - 683 478 1203 - - HCM Lane V/C Ratio 0.01 - - 0.042 0.064 0.001 - - HCM Control Delay (s) 7.6 0 - 10.5 13 8 0 - HCM Lane LOS A A - BBAA - HCM 95th %tile Q(veh) 0 - - 0.1 0.2 0 - -
Michigan City 6/6/2017 Existing PM Synchro 8 Report Page 17 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 18 50 38 000044556251410 Number 7 4 14 5 2 12 1 6 16 Initial Q, veh 0 0 0 000000 Ped-Bike Adj (A_pbT) 1.00 0.98 1.00 0.99 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 0 1863 1900 1900 1863 0 Adj Flow Rate, veh/h 19 53 40 0 468 59 26 148 0 Adj No. of Lanes 0 1 0 020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 2 0 022220 Opposing Right Turn Influence Yes No Yes Cap, veh/h 36 100 75 0 2159 271 319 1851 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.12 0.12 0.12 0.00 0.68 0.68 0.68 0.68 0.00 Ln Grp Delay, s/veh 27.4 0.0 0.0 0.0 4.0 4.0 3.4 3.4 0.0 Ln Grp LOS C AAAA Approach Vol, veh/h 112 527 174 Approach Delay, s/veh 27.4 4.0 3.4 Approach LOS C A A Timer: 12345678 Assigned Phs 2 4 6 Case No 8.0 12.0 8.0 Phs Duration (G+Y+Rc), s 48.0 13.5 48.0 Change Period (Y+Rc), s 6.0 6.0 6.0 Max Green (Gmax), s 42.0 36.0 42.0 Max Allow Headway (MAH), s 5.2 5.3 5.2 Max Q Clear (g_c+l1), s 5.4 5.8 3.1 Green Ext Time (g_e), s 4.6 0.6 4.6 Prob of Phs Call (p_c) 1.00 0.86 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5 7 1 Mvmt Sat Flow, veh/h 0 292 356 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 3256 816 2795 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 397 616 0 Left Lane Group Data Assigned Mvmt 05070100 Lane Assignment L+T+R L+T Lanes in Grp 00010100
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Grp Vol (v), veh/h 0 0 0 112 0 90 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1724 0 1456 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 3.8 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 3.8 0.0 1.0 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0000088800 Shared LT Sat Flow (s_sh), veh/h/ln 00000000 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 0.0 42.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 38.6 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 42.0 0.0 0.0 0.0 4.9 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 1.0 0.0 0.0 Prop LT Inside Lane (P_L) 0.00 0.00 0.00 0.17 0.00 0.29 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 211 0 1070 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.53 0.00 0.08 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 1009 0 1070 0 0 Upstream Filter (I) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 25.3 0.0 3.3 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 2.1 0.0 0.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 27.4 0.0 3.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 1.8 0.0 0.5 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.1 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 1.9 0.0 0.5 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.12 0.00 0.06 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040600 Lane Assignment T T Lanes in Grp 01000100 Grp Vol (v), veh/h 0 261 0 0 0 84 0 0 Grp Sat Flow (s), veh/h/ln 0 1770 0 0 0 1610 0 0 Q Serve Time (g_s), s 0.0 3.4 0.0 0.0 0.0 1.1 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 3.4 0.0 0.0 0.0 1.1 0.0 0.0 Lane Grp Cap (c), veh/h 0 1208 0 0 0 1100 0 0 V/C Ratio (X) 0.00 0.22 0.00 0.00 0.00 0.08 0.00 0.00 Avail Cap (c_a), veh/h 0 1208 0 0 0 1100 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 3.6 0.0 0.0 0.0 3.3 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.0 0.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.0 0.0 0.0 0.0 3.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.6 0.0 0.0 0.0 0.5 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 1.7 0.0 0.0 0.0 0.5 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.22 0.00 0.00 0.00 0.05 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R Lanes in Grp 01000000 Grp Vol (v), veh/h 0 266 000000 Grp Sat Flow (s), veh/h/ln 0 1790 000000 Q Serve Time (g_s), s 0.0 3.4 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 3.4 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.22 0.00 0.36 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 1222 000000 V/C Ratio (X) 0.00 0.22 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1222 000000 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 3.6 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.6 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.1 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 1.8 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.23 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 7.1 HCM 2010 LOS A
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 3 HCM 2010 TWSC 2: Lafayette St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 84 3 0 0 0 0 34 11 4 68 0 Conflicting Peds, #/hr 1 0 1 1 0 1 1 0 0 0 0 1 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 26 88 3 0 0 0 0 36 12 4 72 0
Major/Minor Major1 Minor1 Minor2 Conflicting Flow All 1 0 0 181 145 91 168 146 2 Stage 1 - - - 144 144 - 1 1 - Stage 2 - - - 37 1 - 167 145 - Critical Hdwy - - - 6.42 6.52 6.22 6.42 6.52 - Critical Hdwy Stg 1 - - - 5.42 5.52 - - - - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy - - - 3.518 4.018 3.318 3.518 4.018 - Pot Cap-1 Maneuver - - - 808 746 967 822 745 - Stage 1 - - - 883 778 - - - - Stage 2 ------863 777 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 807 0 966 821 0 - Mov Cap-2 Maneuver - - - 807 0 - 821 0 - Stage 1 - - - 882 0 - - 0 - Stage 2 - - - - 0 - 862 0 -
Approach EB NB SB HCM Control Delay, s 8.9 HCM LOS A -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR SBLn1 Capacity (veh/h) 966 ---- HCM Lane V/C Ratio 0.049 ---- HCM Control Delay (s) 8.9 ---- HCM Lane LOS A ---- HCM 95th %tile Q(veh) 0.2 ----
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 5 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 8.7 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 2 18 20 0 39 218 1 0 45 9 3 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 2 19 21 0 41 229 1 0 47 9 3 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.3 9.1 8.2 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 79% 5% 15% 6% Vol Thru, % 16% 45% 84% 83% Vol Right, % 5% 50% 0% 11% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 57 40 258 18 LT Vol 45 2 39 1 Through Vol 9 18 218 15 RT Vol 3 20 1 2 Lane Flow Rate 60 42 272 19 Geometry Grp 1111 Degree of Util (X) 0.08 0.048 0.312 0.024 Departure Headway (Hd) 4.779 4.114 4.131 4.649 Convergence, Y/N Yes Yes Yes Yes Cap 754 875 861 774 Service Time 2.781 2.12 2.207 2.654 HCM Lane V/C Ratio 0.08 0.048 0.316 0.025 HCM Control Delay 8.2 7.3 9.1 7.8 HCM Lane LOS AAAA HCM 95th-tile Q 0.3 0.2 1.3 0.1
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 6 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 1 15 2 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 1 16 2 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.8 HCM LOS A
Lane
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 7 HCM 2010 TWSC 6: Cedar St & 11th St 6/7/2017
Intersection Int Delay, s/veh 0.9
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 102 1 0 0 0 11 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 107 1 0 0 0 12
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 108 108 Stage 1 - - 108 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 871 946 Stage 1 - - 897 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 871 946 Mov Cap-2 Maneuver - - 871 - Stage 1 - - 897 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 8.9 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 946 - - HCM Lane V/C Ratio 0.012 - - HCM Control Delay (s) 8.9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0 - -
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 9 HCM 2010 TWSC 7: 10th St & Cedar St 6/7/2017
Intersection Int Delay, s/veh 0.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 37 1 1 252 14 1 1 1 2 1 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 39 1 1 265 15 1 1 1 2 1 5
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 280 0 0 40 0 0 322 326 39 320 319 273 Stage 1 ------44 44 - 275 275 - Stage 2 ------278 282 - 45 44 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1283 - - 1570 - - 631 592 1033 633 598 766 Stage 1 ------970 858 - 731 683 - Stage 2 ------728 678 - 969 858 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1283 - - 1570 - - 624 590 1033 630 596 766 Mov Cap-2 Maneuver ------624 590 - 630 596 - Stage 1 ------968 856 - 730 682 - Stage 2 ------721 677 - 965 856 -
Approach EB WB NB SB HCM Control Delay, s 0.4 0 10.1 10.2 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 703 1283 - - 1570 - - 703 HCM Lane V/C Ratio 0.004 0.002 - - 0.001 - - 0.012 HCM Control Delay (s) 10.1 7.8 0 - 7.3 0 - 10.2 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0 - - 0 - - 0
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 10 HCM 2010 TWSC 9: Spring St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.2
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 84 32 0 0 0 18 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 88 34 0 0 0 19
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 105 105 Stage 1 - - 105 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 875 949 Stage 1 - - 901 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 875 949 Mov Cap-2 Maneuver - - 875 - Stage 1 - - 901 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 8.9 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 949 - - HCM Lane V/C Ratio 0.02 - - HCM Control Delay (s) 8.9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - -
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 11 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh 8.5 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 4 22 14 0 10 233 15 0 15 2 11 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 4 23 15 0 11 245 16 0 16 2 12 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.3 8.8 7.7 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 54% 10% 4% 27% Vol Thru, % 7% 55% 90% 7% Vol Right, % 39% 35% 6% 67% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 28 40 258 15 LT Vol 15 4 10 4 Through Vol 2 22 233 1 RT Vol 11 14 15 10 Lane Flow Rate 29 42 272 16 Geometry Grp 1111 Degree of Util (X) 0.037 0.047 0.303 0.019 Departure Headway (Hd) 4.499 4.027 4.016 4.297 Convergence, Y/N Yes Yes Yes Yes Cap 801 876 891 838 Service Time 2.5 2.113 2.056 2.298 HCM Lane V/C Ratio 0.036 0.048 0.305 0.019 HCM Control Delay 7.7 7.3 8.8 7.4 HCM Lane LOS AAAA HCM 95th-tile Q 0.1 0.1 1.3 0.1
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 12 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 4 1 10 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 4 1 11 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.4 HCM LOS A
Lane
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 13 HCM 2010 TWSC 12: Pine St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.4
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 91 40 0 0 0 25 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 96 42 0 0 0 26
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 117 117 Stage 1 - - 117 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 859 935 Stage 1 - - 888 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 859 935 Mov Cap-2 Maneuver - - 859 - Stage 1 - - 888 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 935 - - HCM Lane V/C Ratio 0.028 - - HCM Control Delay (s) 9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - -
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 15 HCM 2010 TWSC 13: 10th St & Pine St 6/7/2017
Intersection Int Delay, s/veh 10.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 104 29 50 40 208 9 1 1 1 7 10 15 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 109 31 53 42 219 9 1 1 1 7 11 16
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 151 37 18 79 45 2 26 0 0 2 0 0 Stage 1 33 33 - 4 4 ------Stage 2 118 4 - 75 41 ------Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 816 855 1061 910 847 1082 1588 - - 1620 - - Stage 1 983 868 - 1018 892 ------Stage 2 887 892 - 934 861 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 644 851 1061 838 843 1082 1588 - - 1620 - - Mov Cap-2 Maneuver 644 851 - 838 843 ------Stage 1 982 865 - 1017 891 ------Stage 2 663 891 - 853 858 ------
Approach EB WB NB SB HCM Control Delay, s 11.4 11.2 2.4 1.6 HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1588 - - 754 849 1620 - - HCM Lane V/C Ratio 0.001 - - 0.255 0.319 0.005 - - HCM Control Delay (s) 7.3 0 - 11.4 11.2 7.2 0 - HCM Lane LOS A A - BBAA - HCM 95th %tile Q(veh) 0 - - 1 1.4 0 - -
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 16 HCM 2010 TWSC 16: Franklin St & 10th St 6/7/2017
Intersection Int Delay, s/veh 9.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 15 21 106 100 19 98 203 159 7 39 7 Conflicting Peds, #/hr 0 0 0 0 0 0 5 0 2 2 0 5 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 16 22 112 105 20 103 214 167 7 41 7
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 425 646 29 547 567 196 48 0 0 381 0 0 Stage 1 59 59 - 504 504 ------Stage 2 366 587 - 43 63 ------Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 ------Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 ------Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Cap-1 Maneuver 513 389 1039 420 432 812 1557 - - 1174 - - Stage 1 946 845 - 518 539 ------Stage 2 626 495 - 966 842 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 369 353 1035 368 392 809 1551 - - 1169 - - Mov Cap-2 Maneuver 369 353 - 368 392 ------Stage 1 865 840 - 473 493 ------Stage 2 437 452 - 918 837 ------
Approach EB WB NB SB HCM Control Delay, s 12 26.6 1.7 1.1 HCM LOS B D
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1551 - - 557 397 1169 - - HCM Lane V/C Ratio 0.067 - - 0.072 0.597 0.006 - - HCM Control Delay (s) 7.5 0.2 - 12 26.6 8.1 0 - HCM Lane LOS A A - B D A A - HCM 95th %tile Q(veh) 0.2 - - 0.2 3.7 0 - -
Michigan City 6/6/2017 2022 Build AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 17 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 39 84 128 0000602118703060 Number 7 4 14 5 2 12 1 6 16 Initial Q, veh 0 0 0 000000 Ped-Bike Adj (A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 0 1863 1900 1900 1863 0 Adj Flow Rate, veh/h 41 88 135 0 634 124 74 322 0 Adj No. of Lanes 0 1 0 020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 2 0 022220 Opposing Right Turn Influence Yes No Yes Cap, veh/h 52 113 173 0 1827 357 312 1417 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.20 0.20 0.20 0.00 0.62 0.62 0.62 0.62 0.00 Ln Grp Delay, s/veh 29.5 0.0 0.0 0.0 7.0 7.1 6.3 6.1 0.0 Ln Grp LOS C AAAA Approach Vol, veh/h 264 758 396 Approach Delay, s/veh 29.5 7.0 6.2 Approach LOS C A A Timer: 12345678 Assigned Phs 2 4 6 Case No 8.0 12.0 8.0 Phs Duration (G+Y+Rc), s 48.0 19.6 48.0 Change Period (Y+Rc), s 6.0 6.0 6.0 Max Green (Gmax), s 42.0 36.0 42.0 Max Allow Headway (MAH), s 5.3 5.3 5.3 Max Q Clear (g_c+l1), s 9.0 12.1 9.9 Green Ext Time (g_e), s 8.8 1.6 8.8 Prob of Phs Call (p_c) 1.00 0.99 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5 7 1 Mvmt Sat Flow, veh/h 0 261 380 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 3033 560 2365 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 574 860 0 Left Lane Group Data Assigned Mvmt 05070100 Lane Assignment L+T+R L+T Lanes in Grp 00010100
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Grp Vol (v), veh/h 0 0 0 264 0 180 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1681 0 1050 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 10.1 0.0 0.8 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 10.1 0.0 7.9 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0000071800 Shared LT Sat Flow (s_sh), veh/h/ln 00000000 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 0.0 42.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 35.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.8 0.0 0.0 Time to First Blk (g_f), s 0.0 42.0 0.0 0.0 0.0 2.9 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 2.7 0.0 0.0 Prop LT Inside Lane (P_L) 0.00 0.00 0.00 0.16 0.00 0.41 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 338 0 728 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.78 0.00 0.25 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 896 0 728 0 0 Upstream Filter (I) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 25.6 0.0 5.5 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 4.0 0.0 0.8 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 29.5 0.0 6.3 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 4.6 0.0 1.4 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.4 0.0 0.2 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 5.0 0.0 1.6 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.32 0.00 0.17 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040600 Lane Assignment T T Lanes in Grp 01000100 Grp Vol (v), veh/h 0 381 0 0 0 216 0 0 Grp Sat Flow (s), veh/h/ln 0 1770 0 0 0 1610 0 0 Q Serve Time (g_s), s 0.0 7.0 0.0 0.0 0.0 4.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 7.0 0.0 0.0 0.0 4.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 1100 0 0 0 1001 0 0 V/C Ratio (X) 0.00 0.35 0.00 0.00 0.00 0.22 0.00 0.00 Avail Cap (c_a), veh/h 0 1100 0 0 0 1001 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 6.2 0.0 0.0 0.0 5.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.9 0.0 0.0 0.0 0.5 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 7.0 0.0 0.0 0.0 6.1 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 3.4 0.0 0.0 0.0 1.7 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.3 0.0 0.0 0.0 0.1 0.0 0.0
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 3.7 0.0 0.0 0.0 1.9 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.47 0.00 0.00 0.00 0.20 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R Lanes in Grp 01000000 Grp Vol (v), veh/h 0 377 000000 Grp Sat Flow (s), veh/h/ln 0 1744 000000 Q Serve Time (g_s), s 0.0 7.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 7.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.33 0.00 0.51 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 1084 000000 V/C Ratio (X) 0.00 0.35 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1084 000000 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 6.2 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.9 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 7.1 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 3.4 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 3.6 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.47 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 11.0 HCM 2010 LOS B
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 3 HCM 2010 TWSC 2: Lafayette St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 38 179 17 0 0 0 0 41 19 5 65 0 Conflicting Peds, #/hr 2 0 3 3 0 2 0 0 8 8 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 40 188 18 0 0 0 0 43 20 5 68 0
Major/Minor Major1 Minor1 Minor2 Conflicting Flow All 8 0 0 327 293 205 325 302 11 Stage 1 - - - 285 285 - 8 8 - Stage 2 - - - 42 8 - 317 294 - Critical Hdwy - - - 6.42 6.52 6.22 6.42 6.52 - Critical Hdwy Stg 1 - - - 5.42 5.52 - - - - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy - - - 3.518 4.018 3.318 3.518 4.018 - Pot Cap-1 Maneuver - - - 667 618 836 669 611 - Stage 1 - - - 763 676 - - - - Stage 2 ------738 670 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 661 0 830 660 0 - Mov Cap-2 Maneuver - - - 661 0 - 660 0 - Stage 1 - - - 758 0 - - 0 - Stage 2 - - - - 0 - 733 0 -
Approach EB NB SB HCM Control Delay, s 9.7 HCM LOS A -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR SBLn1 Capacity (veh/h) 830 ---- HCM Lane V/C Ratio 0.076 ---- HCM Control Delay (s) 9.7 ---- HCM Lane LOS A ---- HCM 95th %tile Q(veh) 0.2 ----
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 5 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 8.8 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 4 63 26 0 36 218 5 0 45 18 13 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 4 66 27 0 38 229 5 0 47 19 14 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.9 9.3 8.4 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 59% 4% 14% 7% Vol Thru, % 24% 68% 84% 73% Vol Right, % 17% 28% 2% 20% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 76 93 259 15 LT Vol 45 4 36 1 Through Vol 18 63 218 11 RT Vol 13 26 5 3 Lane Flow Rate 80 98 273 16 Geometry Grp 1111 Degree of Util (X) 0.106 0.117 0.317 0.021 Departure Headway (Hd) 4.789 4.293 4.302 4.752 Convergence, Y/N Yes Yes Yes Yes Cap 752 838 840 756 Service Time 2.797 2.304 2.302 2.764 HCM Lane V/C Ratio 0.106 0.117 0.325 0.021 HCM Control Delay 8.4 7.9 9.3 7.9 HCM Lane LOS AAAA HCM 95th-tile Q 0.4 0.4 1.4 0.1
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 6 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 1 11 3 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 1 12 3 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.9 HCM LOS A
Lane
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 7 HCM 2010 TWSC 6: Cedar St & 11th St 6/7/2017
Intersection Int Delay, s/veh 0.7
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 216 7 0 0 0 18 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 227 7 0 0 0 19
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 231 231 Stage 1 - - 231 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 724 808 Stage 1 - - 772 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 724 808 Mov Cap-2 Maneuver - - 724 - Stage 1 - - 772 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9.6 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 808 - - HCM Lane V/C Ratio 0.023 - - HCM Control Delay (s) 9.6 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - -
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 9 HCM 2010 TWSC 7: 10th St & Cedar St 6/7/2017
Intersection Int Delay, s/veh 0.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 8 93 1 1 249 14 1 1 1 2 1 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 8 98 1 1 262 15 1 1 1 2 1 4
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 277 0 0 99 0 0 389 394 98 388 388 269 Stage 1 ------115 115 - 272 272 - Stage 2 ------274 279 - 116 116 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1286 - - 1494 - - 570 542 958 571 547 770 Stage 1 ------890 800 - 734 685 - Stage 2 ------732 680 - 889 800 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1286 - - 1494 - - 563 538 958 566 543 770 Mov Cap-2 Maneuver ------563 538 - 566 543 - Stage 1 ------884 794 - 729 684 - Stage 2 ------726 679 - 881 794 -
Approach EB WB NB SB HCM Control Delay, s 0.6 0 10.6 10.5 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 641 1286 - - 1494 - - 662 HCM Lane V/C Ratio 0.005 0.007 - - 0.001 - - 0.011 HCM Control Delay (s) 10.6 7.8 0 - 7.4 0 - 10.5 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0 - - 0 - - 0
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 10 HCM 2010 TWSC 9: Spring St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.5
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 186 29 0 0 0 41 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 196 31 0 0 0 43
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 211 211 Stage 1 - - 211 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 746 829 Stage 1 - - 791 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 746 829 Mov Cap-2 Maneuver - - 746 - Stage 1 - - 791 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9.6 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 829 - - HCM Lane V/C Ratio 0.052 - - HCM Control Delay (s) 9.6 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.2 - -
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 11 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh 8.5 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 17 64 15 0 11 213 29 0 14 1 30 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 18 67 16 0 12 224 31 0 15 1 32 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.9 8.9 7.7 HCM LOS A A A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 31% 18% 4% 39% Vol Thru, % 2% 67% 84% 11% Vol Right, % 67% 16% 11% 50% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 45 96 253 18 LT Vol 14 17 11 7 Through Vol 1 64 213 2 RT Vol 30 15 29 9 Lane Flow Rate 47 101 266 19 Geometry Grp 1111 Degree of Util (X) 0.058 0.118 0.301 0.024 Departure Headway (Hd) 4.415 4.297 4.066 4.566 Convergence, Y/N Yes Yes Yes Yes Cap 816 840 874 788 Service Time 2.416 2.297 2.136 2.568 HCM Lane V/C Ratio 0.058 0.12 0.304 0.024 HCM Control Delay 7.7 7.9 8.9 7.7 HCM Lane LOS AAAA HCM 95th-tile Q 0.2 0.4 1.3 0.1
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 12 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0729 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0729 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 7.7 HCM LOS A
Lane
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 13 HCM 2010 TWSC 12: Pine St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.6
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 166 104 0 0 0 53 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 175 109 0 0 0 56
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 229 229 Stage 1 - - 229 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 726 810 Stage 1 - - 774 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 726 810 Mov Cap-2 Maneuver - - 726 - Stage 1 - - 774 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9.8 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 810 - - HCM Lane V/C Ratio 0.069 - - HCM Control Delay (s) 9.8 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.2 - -
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 15 HCM 2010 TWSC 13: 10th St & Pine St 6/7/2017
Intersection Int Delay, s/veh 13.1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 154 50 1 1 215 19 50 10 19 27 1 48 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 162 53 1 1 226 20 53 11 20 28 1 51
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 332 219 26 236 234 21 52 0 0 31 0 0 Stage 1 83 83 - 126 126 ------Stage 2 249 136 - 110 108 ------Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 621 679 1050 718 666 1056 1554 - - 1582 - - Stage 1 925 826 - 878 792 ------Stage 2 755 784 - 895 806 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 423 643 1050 646 631 1056 1554 - - 1582 - - Mov Cap-2 Maneuver 423 643 - 646 631 ------Stage 1 893 811 - 847 764 ------Stage 2 503 757 - 821 791 ------
Approach EB WB NB SB HCM Control Delay, s 19.4 13.9 4.7 2.6 HCM LOS C B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1554 - - 463 652 1582 - - HCM Lane V/C Ratio 0.034 - - 0.466 0.379 0.018 - - HCM Control Delay (s) 7.4 0 - 19.4 13.9 7.3 0 - HCM Lane LOS A A - C B A A - HCM 95th %tile Q(veh) 0.1 - - 2.4 1.8 0.1 - -
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 16 HCM 2010 TWSC 16: Franklin St & 10th St 6/7/2017
Intersection Int Delay, s/veh 54
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 9 31 207 66 39 131 300 194 2 141 11 Conflicting Peds, #/hr 5 0 2 2 0 5 7 0 5 5 0 7 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 9 33 218 69 41 138 316 204 2 148 12
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 636 964 92 787 868 272 165 0 0 525 0 0 Stage 1 163 163 - 699 699 ------Stage 2 473 801 - 88 169 ------Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - - 4.14 - - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 ------Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 ------Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - - 2.22 - - Pot Cap-1 Maneuver 363 254 947 282 289 726 1411 - - 1038 - - Stage 1 823 762 - 397 440 ------Stage 2 541 395 - 910 758 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 237 215 938 232 245 719 1403 - - 1032 - - Mov Cap-2 Maneuver 237 215 - 232 245 ------Stage 1 702 757 - 339 376 ------Stage 2 354 337 - 861 753 ------
Approach EB WB NB SB HCM Control Delay, s 13.1 190.9 1.8 0.1 HCM LOS B F
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1403 - - 491 257 1032 - - HCM Lane V/C Ratio 0.098 - - 0.092 1.278 0.002 - - HCM Control Delay (s) 7.8 0.3 - 13.1 190.9 8.5 0 - HCM Lane LOS A A - B F A A - HCM 95th %tile Q(veh) 0.3 - - 0.3 16.4 0 - -
Michigan City 6/6/2017 2022 Build PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 17 HCM 2010 TWSC 13: 10th St & Pine St 6/8/2017
Intersection Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 104 29 50 40 208 9 1 1 1 7 10 15 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 109 31 53 42 219 9 1 1 1 7 11 16
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 228 0 0 83 0 0 597 589 57 585 610 224 Stage 1 ------276 276 - 308 308 - Stage 2 ------321 313 - 277 302 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1340 - - 1514 - - 415 421 1009 422 409 815 Stage 1 ------730 682 - 702 660 - Stage 2 ------691 657 - 729 664 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1340 - - 1514 - - 363 372 1009 384 362 815 Mov Cap-2 Maneuver ------363 372 - 384 362 - Stage 1 ------667 623 - 642 639 - Stage 2 ------645 636 - 664 607 -
Approach EB WB NB SB HCM Control Delay, s 4.5 1.2 12.8 12.8 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 466 1340 - - 1514 - - 498 HCM Lane V/C Ratio 0.007 0.082 - - 0.028 - - 0.068 HCM Control Delay (s) 12.8 7.9 0 - 7.4 0 - 12.8 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0.3 - - 0.1 - - 0.2
Michigan City 6/6/2017 2022 Build-Improved AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 16 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/8/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 15 21 106 100 19 98 203 159 7 39 7 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 000000000000 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 2 16 22 112 105 20 103 214 167 7 41 7 Adj No. of Lanes 010010020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 64 145 182 213 157 26 448 881 675 264 1513 266 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.20 0.20 0.20 0.20 0.20 0.20 0.61 0.61 0.61 0.61 0.61 0.61 Ln Grp Delay, s/veh 21.1 0.0 0.0 25.4 0.0 0.0 6.0 0.0 6.2 4.8 0.0 4.8 Ln Grp LOS C C A A A A Approach Vol, veh/h 40 237 484 55 Approach Delay, s/veh 21.1 25.4 6.1 4.8 Approach LOS C C A A Timer: 12345678 Assigned Phs 2468 Case No 8.0 8.0 8.0 8.0 Phs Duration (G+Y+Rc), s 45.0 18.4 45.0 18.4 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green (Gmax), s 39.0 39.0 39.0 39.0 Max Allow Headway (MAH), s 5.3 5.3 5.3 5.3 Max Q Clear (g_c+l1), s 6.4 3.2 2.4 10.8 Green Ext Time (g_e), s 3.5 1.8 3.5 1.7 Prob of Phs Call (p_c) 1.00 0.99 1.00 0.99 Prob of Max Out (p_x) 0.00 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5713 Mvmt Sat Flow, veh/h 599 22 314 662 Through Movement Data Assigned Mvmt 2468 Mvmt Sat Flow, veh/h 1433 738 2460 800 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1098 929 432 135 Left Lane Group Data Assigned Mvmt 05070103 Lane Assignment L+T L+T+R L+T L+T+R Lanes in Grp 01010101
Michigan City 6/6/2017 2022 Build-Improved AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 17 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/8/2017
Grp Vol (v), veh/h 0 256 0 40 0 29 0 237 Grp Sat Flow (s), veh/h/ln 0 1633 0 1689 0 1590 0 1597 Q Serve Time (g_s), s 0.0 1.1 0.0 0.0 0.0 0.0 0.0 7.5 Cycle Q Clear Time (g_c), s 0.0 4.1 0.0 1.2 0.0 0.4 0.0 8.8 Perm LT Sat Flow (s_l), veh/h/ln 0 1374 0 1286 0 1016 0 1391 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1858 0 0 0 1820 Perm LT Eff Green (g_p), s 0.0 39.0 0.0 12.4 0.0 39.0 0.0 12.4 Perm LT Serve Time (g_u), s 0.0 38.6 0.0 3.6 0.0 34.6 0.0 11.2 Perm LT Q Serve Time (g_ps), s 0.0 1.1 0.0 0.0 0.0 0.0 0.0 7.5 Time to First Blk (g_f), s 0.0 3.0 0.0 9.2 0.0 6.2 0.0 1.3 Serve Time pre Blk (g_fs), s 0.0 3.0 0.0 1.2 0.0 0.4 0.0 1.3 Prop LT Inside Lane (P_L) 0.00 0.40 0.00 0.05 0.00 0.24 0.00 0.47 Lane Grp Cap (c), veh/h 0 1084 0 390 0 1048 0 396 V/C Ratio (X) 0.00 0.24 0.00 0.10 0.00 0.03 0.00 0.60 Avail Cap (c_a), veh/h 0 1084 0 1087 0 1048 0 1054 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 5.5 0.0 21.0 0.0 4.8 0.0 24.0 Incr Delay (d2), s/veh 0.0 0.5 0.0 0.1 0.0 0.0 0.0 1.4 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 6.0 0.0 21.1 0.0 4.8 0.0 25.4 1st-Term Q (Q1), veh/ln 0.0 2.0 0.0 0.6 0.0 0.2 0.0 3.9 2nd-Term Q (Q2), veh/ln 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 2.1 0.0 0.6 0.0 0.2 0.0 4.0 %ile Storage Ratio (RQ%) 0.00 0.23 0.00 0.04 0.00 0.02 0.00 0.30 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040608 Lane Assignment Lanes in Grp 00000000 Grp Vol (v), veh/h 00000000 Grp Sat Flow (s), veh/h/ln 00000000 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 00000000 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 00000000 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Michigan City 6/6/2017 2022 Build-Improved AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 18 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/8/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Grp 01000100 Grp Vol (v), veh/h 0 228 0 0 0 26 0 0 Grp Sat Flow (s), veh/h/ln 0 1496 0 0 0 1617 0 0 Q Serve Time (g_s), s 0.0 4.4 0.0 0.0 0.0 0.4 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 4.4 0.0 0.0 0.0 0.4 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.73 0.00 0.55 0.00 0.27 0.00 0.08 Lane Grp Cap (c), veh/h 0 920 0 0 0 994 0 0 V/C Ratio (X) 0.00 0.25 0.00 0.00 0.00 0.03 0.00 0.00 Avail Cap (c_a), veh/h 0 920 0 0 0 994 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 5.5 0.0 0.0 0.0 4.8 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 6.2 0.0 0.0 0.0 4.8 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 1.8 0.0 0.0 0.0 0.2 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 1.9 0.0 0.0 0.0 0.2 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.21 0.00 0.00 0.00 0.02 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 12.3 HCM 2010 LOS B
Michigan City 6/6/2017 2022 Build-Improved AM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 19 HCM 2010 TWSC 13: 10th St & Pine St 6/8/2017
Intersection Int Delay, s/veh 5.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 154 50 1 1 215 19 50 10 19 27 1 48 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 162 53 1 1 226 20 53 11 20 28 1 51
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 246 0 0 54 0 0 641 625 53 631 616 236 Stage 1 ------377 377 - 238 238 - Stage 2 ------264 248 - 393 378 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1320 - - 1551 - - 388 401 1014 394 406 803 Stage 1 ------644 616 - 765 708 - Stage 2 ------741 701 - 632 615 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1320 - - 1551 - - 327 350 1014 341 354 803 Mov Cap-2 Maneuver ------327 350 - 341 354 - Stage 1 ------562 538 - 668 707 - Stage 2 ------693 700 - 530 537 -
Approach EB WB NB SB HCM Control Delay, s 6.1 0 16.5 12.9 HCM LOS C B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 395 1320 - - 1551 - - 536 HCM Lane V/C Ratio 0.211 0.123 - - 0.001 - - 0.149 HCM Control Delay (s) 16.5 8.1 0 - 7.3 0 - 12.9 HCM Lane LOS C A A - A A - B HCM 95th %tile Q(veh) 0.8 0.4 - - 0 - - 0.5
Michigan City 6/6/2017 2022 Build-Improved PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 12 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/8/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 3 9 31 207 66 39 131 300 194 2 141 11 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 000000000000 Ped-Bike Adj (A_pbT) 1.00 0.99 1.00 0.99 1.00 0.99 1.00 0.99 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 3 9 33 218 69 41 138 316 204 2 148 12 Adj No. of Lanes 010010020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 65 109 324 349 89 50 393 848 540 59 1797 143 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.56 0.56 0.56 0.56 0.56 0.56 Ln Grp Delay, s/veh 18.9 0.0 0.0 24.9 0.0 0.0 9.5 0.0 9.8 7.2 0.0 7.3 Ln Grp LOS B C A A A A Approach Vol, veh/h 45 328 658 162 Approach Delay, s/veh 18.9 24.9 9.7 7.2 Approach LOS B C A A Timer: 12345678 Assigned Phs 2468 Case No 8.0 8.0 8.0 8.0 Phs Duration (G+Y+Rc), s 44.0 24.4 44.0 24.4 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green (Gmax), s 38.0 40.0 38.0 40.0 Max Allow Headway (MAH), s 5.3 5.4 5.3 5.4 Max Q Clear (g_c+l1), s 10.1 3.4 3.5 16.0 Green Ext Time (g_e), s 5.6 2.6 5.8 2.4 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5713 Mvmt Sat Flow, veh/h 574 31 9 973 Through Movement Data Assigned Mvmt 2468 Mvmt Sat Flow, veh/h 1527 407 3235 329 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 972 1204 257 186 Left Lane Group Data Assigned Mvmt 05070103 Lane Assignment L+T L+T+R L+T L+T+R Lanes in Grp 01010101
Michigan City 6/6/2017 2022 Build-Improved PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 13 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/8/2017
Grp Vol (v), veh/h 0 340 0 45 0 85 0 328 Grp Sat Flow (s), veh/h/ln 0 1557 0 1642 0 1853 0 1488 Q Serve Time (g_s), s 0.0 4.9 0.0 0.0 0.0 0.0 0.0 12.6 Cycle Q Clear Time (g_c), s 0.0 7.9 0.0 1.4 0.0 1.5 0.0 14.0 Perm LT Sat Flow (s_l), veh/h/ln 0 1240 0 1302 0 894 0 1379 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1856 0 0 0 1797 Perm LT Eff Green (g_p), s 0.0 38.0 0.0 18.4 0.0 38.0 0.0 18.4 Perm LT Serve Time (g_u), s 0.0 36.5 0.0 4.4 0.0 29.9 0.0 17.0 Perm LT Q Serve Time (g_ps), s 0.0 4.9 0.0 0.0 0.0 0.0 0.0 12.6 Time to First Blk (g_f), s 0.0 2.9 0.0 13.2 0.0 30.2 0.0 0.2 Serve Time pre Blk (g_fs), s 0.0 2.9 0.0 1.4 0.0 1.5 0.0 0.2 Prop LT Inside Lane (P_L) 0.00 0.41 0.00 0.07 0.00 0.02 0.00 0.66 Lane Grp Cap (c), veh/h 0 939 0 498 0 1083 0 488 V/C Ratio (X) 0.00 0.36 0.00 0.09 0.00 0.08 0.00 0.67 Avail Cap (c_a), veh/h 0 939 0 1003 0 1083 0 950 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 8.4 0.0 18.8 0.0 7.1 0.0 23.3 Incr Delay (d2), s/veh 0.0 1.1 0.0 0.1 0.0 0.1 0.0 1.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 9.5 0.0 18.9 0.0 7.2 0.0 24.9 1st-Term Q (Q1), veh/ln 0.0 3.5 0.0 0.6 0.0 0.7 0.0 5.7 2nd-Term Q (Q2), veh/ln 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 3.8 0.0 0.6 0.0 0.8 0.0 6.0 %ile Storage Ratio (RQ%) 0.00 0.41 0.00 0.04 0.00 0.08 0.00 0.43 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040608 Lane Assignment Lanes in Grp 00000000 Grp Vol (v), veh/h 00000000 Grp Sat Flow (s), veh/h/ln 00000000 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 00000000 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 00000000 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Michigan City 6/6/2017 2022 Build-Improved PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 14 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/8/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Grp 01000100 Grp Vol (v), veh/h 0 318 0 0 0 77 0 0 Grp Sat Flow (s), veh/h/ln 0 1516 0 0 0 1648 0 0 Q Serve Time (g_s), s 0.0 8.1 0.0 0.0 0.0 1.5 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 8.1 0.0 0.0 0.0 1.5 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.64 0.00 0.73 0.00 0.16 0.00 0.12 Lane Grp Cap (c), veh/h 0 842 0 0 0 915 0 0 V/C Ratio (X) 0.00 0.38 0.00 0.00 0.00 0.08 0.00 0.00 Avail Cap (c_a), veh/h 0 842 0 0 0 915 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 8.5 0.0 0.0 0.0 7.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.3 0.0 0.0 0.0 0.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 9.8 0.0 0.0 0.0 7.3 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 3.4 0.0 0.0 0.0 0.7 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 3.7 0.0 0.0 0.0 0.7 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.39 0.00 0.00 0.00 0.07 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 13.9 HCM 2010 LOS B
Michigan City 6/6/2017 2022 Build-Improved PM (2022 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 15 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 40 59 45 000061267301820 Number 7 4 14 5 2 12 1 6 16 Initial Q, veh 0 0 0 000000 Ped-Bike Adj (A_pbT) 1.00 0.98 1.00 0.99 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 0 1863 1900 1900 1863 0 Adj Flow Rate, veh/h 42 62 47 0 644 71 32 192 0 Adj No. of Lanes 0 1 0 020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 2 0 022220 Opposing Right Turn Influence Yes No Yes Cap, veh/h 63 92 70 0 2175 239 292 1795 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.13 0.13 0.13 0.00 0.68 0.68 0.68 0.68 0.00 Ln Grp Delay, s/veh 29.2 0.0 0.0 0.0 4.7 4.7 3.7 3.7 0.0 Ln Grp LOS C AAAA Approach Vol, veh/h 151 715 224 Approach Delay, s/veh 29.2 4.7 3.7 Approach LOS C A A Timer: 12345678 Assigned Phs 2 4 6 Case No 8.0 12.0 8.0 Phs Duration (G+Y+Rc), s 48.0 14.1 48.0 Change Period (Y+Rc), s 6.0 6.0 6.0 Max Green (Gmax), s 42.0 36.0 42.0 Max Allow Headway (MAH), s 5.2 5.3 5.2 Max Q Clear (g_c+l1), s 7.0 7.2 3.5 Green Ext Time (g_e), s 6.6 0.8 6.7 Prob of Phs Call (p_c) 1.00 0.93 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5 7 1 Mvmt Sat Flow, veh/h 0 481 322 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 3306 710 2738 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 354 539 0 Left Lane Group Data Assigned Mvmt 05070100 Lane Assignment L+T+R L+T Lanes in Grp 00010100
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Grp Vol (v), veh/h 0 0 0 151 0 113 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1730 0 1365 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 5.2 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 5.2 0.0 1.3 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0000074600 Shared LT Sat Flow (s_sh), veh/h/ln 00000000 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 0.0 42.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 37.0 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Time to First Blk (g_f), s 0.0 42.0 0.0 0.0 0.0 5.1 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 1.3 0.0 0.0 Prop LT Inside Lane (P_L) 0.00 0.00 0.00 0.28 0.00 0.28 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 225 0 998 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.67 0.00 0.11 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 1004 0 998 0 0 Upstream Filter (I) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 25.7 0.0 3.5 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 3.5 0.0 0.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 29.2 0.0 3.7 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 2.5 0.0 0.7 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.2 0.0 0.1 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 2.7 0.0 0.7 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.17 0.00 0.08 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040600 Lane Assignment T T Lanes in Grp 01000100 Grp Vol (v), veh/h 0 354 0 0 0 111 0 0 Grp Sat Flow (s), veh/h/ln 0 1770 0 0 0 1610 0 0 Q Serve Time (g_s), s 0.0 5.0 0.0 0.0 0.0 1.5 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 5.0 0.0 0.0 0.0 1.5 0.0 0.0 Lane Grp Cap (c), veh/h 0 1198 0 0 0 1090 0 0 V/C Ratio (X) 0.00 0.30 0.00 0.00 0.00 0.10 0.00 0.00 Avail Cap (c_a), veh/h 0 1198 0 0 0 1090 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 4.1 0.0 0.0 0.0 3.5 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.0 0.2 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.7 0.0 0.0 0.0 3.7 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 2.4 0.0 0.0 0.0 0.6 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.2 0.0 0.0 0.0 0.1 0.0 0.0
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 2.6 0.0 0.0 0.0 0.7 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.33 0.00 0.00 0.00 0.08 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R Lanes in Grp 01000000 Grp Vol (v), veh/h 0 361 000000 Grp Sat Flow (s), veh/h/ln 0 1798 000000 Q Serve Time (g_s), s 0.0 5.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 5.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.20 0.00 0.31 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 1216 000000 V/C Ratio (X) 0.00 0.30 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1216 000000 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 4.1 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.6 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 4.7 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 2.4 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.2 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 2.6 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.34 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 7.9 HCM 2010 LOS A
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 3 HCM 2010 TWSC 2: Lafayette St & 11th St 6/7/2017
Intersection Int Delay, s/veh 2.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 30 101 4 0 0 0 0 67 13 5 86 0 Conflicting Peds, #/hr 1 0 1 1 0 1 1 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 32 106 4 0 0 0 0 71 14 5 91 0
Major/Minor Major1 Minor1 Minor2 Conflicting Flow All 0 0 0 218 173 109 215 175 1 Stage 1 - - - 173 173 - 0 0 - Stage 2 - - - 45 0 - 215 175 - Critical Hdwy - - - 6.42 6.52 6.22 6.42 6.52 - Critical Hdwy Stg 1 - - - 5.42 5.52 - - - - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy - - - 3.518 4.018 3.318 3.518 4.018 - Pot Cap-1 Maneuver - - - 770 720 945 773 718 - Stage 1 - - - 857 756 - - - - Stage 2 ------821 754 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 769 0 944 773 0 - Mov Cap-2 Maneuver - - - 769 0 - 773 0 - Stage 1 - - - 856 0 - - 0 - Stage 2 - - - - 0 - 821 0 -
Approach EB NB SB HCM Control Delay, s 9.2 HCM LOS A -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR SBLn1 Capacity (veh/h) 944 ---- HCM Lane V/C Ratio 0.089 ---- HCM Control Delay (s) 9.2 ---- HCM Lane LOS A ---- HCM 95th %tile Q(veh) 0.3 ----
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 5 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 10.6 Intersection LOS B Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 3 36 29 0 47 342 1 0 81 11 4 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 3 38 31 0 49 360 1 0 85 12 4 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.9 11.6 9.1 HCM LOS A B A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 84% 4% 12% 5% Vol Thru, % 11% 53% 88% 82% Vol Right, % 4% 43% 0% 14% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 96 68 390 22 LT Vol 81 3 47 1 Through Vol 11 36 342 18 RT Vol 4 29 1 3 Lane Flow Rate 101 72 411 23 Geometry Grp 1111 Degree of Util (X) 0.146 0.089 0.497 0.033 Departure Headway (Hd) 5.196 4.452 4.362 5.097 Convergence, Y/N Yes Yes Yes Yes Cap 689 803 825 700 Service Time 3.235 2.488 2.386 3.144 HCM Lane V/C Ratio 0.147 0.09 0.498 0.033 HCM Control Delay 9.1 7.9 11.6 8.3 HCM Lane LOS AABA HCM 95th-tile Q 0.5 0.3 2.8 0.1
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 6 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 1 18 3 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 1 19 3 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 8.3 HCM LOS A
Lane
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 7 HCM 2010 TWSC 6: Cedar St & 11th St 6/7/2017
Intersection Int Delay, s/veh 0.9
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 122 2 0 0 0 13 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 128 2 0 0 0 14
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 129 129 Stage 1 - - 129 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 844 921 Stage 1 - - 875 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 844 921 Mov Cap-2 Maneuver - - 844 - Stage 1 - - 875 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 921 - - HCM Lane V/C Ratio 0.015 - - HCM Control Delay (s) 9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0 - -
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 9 HCM 2010 TWSC 7: 10th St & Cedar St 6/7/2017
Intersection Int Delay, s/veh 0.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 3 62 1 1 409 16 1 1 1 2 1 6 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 65 1 1 431 17 1 1 1 2 1 6
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 447 0 0 66 0 0 517 521 66 514 514 439 Stage 1 ------72 72 - 441 441 - Stage 2 ------445 449 - 73 73 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1113 - - 1536 - - 469 460 998 471 464 618 Stage 1 ------938 835 - 595 577 - Stage 2 ------592 572 - 937 834 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1113 - - 1536 - - 462 458 998 468 462 618 Mov Cap-2 Maneuver ------462 458 - 468 462 - Stage 1 ------935 832 - 593 576 - Stage 2 ------584 571 - 932 831 -
Approach EB WB NB SB HCM Control Delay, s 0.4 0 11.5 11.6 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 561 1113 - - 1536 - - 557 HCM Lane V/C Ratio 0.006 0.003 - - 0.001 - - 0.017 HCM Control Delay (s) 11.5 8.2 0 - 7.3 0 - 11.6 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0 - - 0 - - 0.1
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 10 HCM 2010 TWSC 9: Spring St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.2
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 100 38 0 0 0 22 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 105 40 0 0 0 23
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 125 125 Stage 1 - - 125 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 849 926 Stage 1 - - 879 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 849 926 Mov Cap-2 Maneuver - - 849 - Stage 1 - - 879 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 926 - - HCM Lane V/C Ratio 0.025 - - HCM Control Delay (s) 9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - -
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 11 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh 10.8 Intersection LOS B Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 5 26 41 0 99 299 18 0 42 5 31 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 5 27 43 0 104 315 19 0 44 5 33 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 7.8 11.9 8.6 HCM LOS A B A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 54% 7% 24% 24% Vol Thru, % 6% 36% 72% 19% Vol Right, % 40% 57% 4% 57% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 78 72 416 21 LT Vol 42 5 99 5 Through Vol 5 26 299 4 RT Vol 31 41 18 12 Lane Flow Rate 82 76 438 22 Geometry Grp 1111 Degree of Util (X) 0.113 0.091 0.523 0.03 Departure Headway (Hd) 4.973 4.323 4.296 4.897 Convergence, Y/N Yes Yes Yes Yes Cap 720 828 841 730 Service Time 3.007 2.352 2.315 2.936 HCM Lane V/C Ratio 0.114 0.092 0.521 0.03 HCM Control Delay 8.6 7.8 11.9 8.1 HCM Lane LOS AABA HCM 95th-tile Q 0.4 0.3 3.1 0.1
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 12 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 5 4 12 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 5 4 13 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 8.1 HCM LOS A
Lane
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 13 HCM 2010 TWSC 12: Pine St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.5
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 108 48 0 0 0 30 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 114 51 0 0 0 32
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 139 139 Stage 1 - - 139 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 831 909 Stage 1 - - 864 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 831 909 Mov Cap-2 Maneuver - - 831 - Stage 1 - - 864 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9.1 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 909 - - HCM Lane V/C Ratio 0.035 - - HCM Control Delay (s) 9.1 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - -
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 15 HCM 2010 TWSC 13: 10th St & Pine St 6/7/2017
Intersection Int Delay, s/veh 13.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 125 58 172 69 272 14 1 1 1 12 34 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 132 61 181 73 286 15 1 1 1 13 36 19
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 225 75 45 196 84 2 55 0 0 2 0 0 Stage 1 71 71 - 4 4 ------Stage 2 154 4 - 192 80 ------Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 730 815 1025 763 806 1082 1550 - - 1620 - - Stage 1 939 836 - 1018 892 ------Stage 2 848 892 - 810 828 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver 516 808 1025 588 799 1082 1550 - - 1620 - - Mov Cap-2 Maneuver 516 808 - 588 799 ------Stage 1 938 829 - 1017 891 ------Stage 2 567 891 - 613 821 ------
Approach EB WB NB SB HCM Control Delay, s 14.8 14.4 2.4 1.4 HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1550 - - 737 754 1620 - - HCM Lane V/C Ratio 0.001 - - 0.507 0.496 0.008 - - HCM Control Delay (s) 7.3 0 - 14.8 14.4 7.2 0 - HCM Lane LOS A A - BBAA - HCM 95th %tile Q(veh) 0 - - 2.9 2.8 0 - -
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 16 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/9/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 3 40 25 144 126 25 118 243 290 22 47 9 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 000000000000 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 3 42 26 152 133 26 124 256 305 23 49 9 Adj No. of Lanes 010010020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 60 269 158 254 183 33 355 699 805 380 976 199 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.25 0.25 0.25 0.25 0.25 0.25 0.58 0.58 0.58 0.58 0.58 0.58 Ln Grp Delay, s/veh 20.1 0.0 0.0 25.3 0.0 0.0 8.7 0.0 9.2 6.8 0.0 6.4 Ln Grp LOS C C A A A A Approach Vol, veh/h 71 311 685 81 Approach Delay, s/veh 20.1 25.3 8.9 6.6 Approach LOS C C A A Timer: 12345678 Assigned Phs 2468 Case No 8.0 8.0 8.0 8.0 Phs Duration (G+Y+Rc), s 45.0 22.8 45.0 22.8 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green (Gmax), s 39.0 39.0 39.0 39.0 Max Allow Headway (MAH), s 5.3 5.4 5.3 5.4 Max Q Clear (g_c+l1), s 10.0 4.2 10.3 14.4 Green Ext Time (g_e), s 5.4 2.6 5.3 2.4 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5713 Mvmt Sat Flow, veh/h 494 18 514 707 Through Movement Data Assigned Mvmt 2468 Mvmt Sat Flow, veh/h 1215 1085 1697 736 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1399 637 346 132 Left Lane Group Data Assigned Mvmt 05070103 Lane Assignment L+T L+T+R L+T L+T+R Lanes in Grp 01010101
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/9/2017
Grp Vol (v), veh/h 0 371 0 71 0 38 0 311 Grp Sat Flow (s), veh/h/ln 0 1667 0 1741 0 924 0 1574 Q Serve Time (g_s), s 0.0 3.7 0.0 0.0 0.0 0.2 0.0 10.3 Cycle Q Clear Time (g_c), s 0.0 7.7 0.0 2.2 0.0 8.3 0.0 12.4 Perm LT Sat Flow (s_l), veh/h/ln 0 1361 0 1247 0 862 0 1354 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1859 0 0 0 1818 Perm LT Eff Green (g_p), s 0.0 39.0 0.0 16.8 0.0 39.0 0.0 16.8 Perm LT Serve Time (g_u), s 0.0 38.2 0.0 4.4 0.0 31.0 0.0 14.7 Perm LT Q Serve Time (g_ps), s 0.0 3.7 0.0 0.0 0.0 0.2 0.0 10.3 Time to First Blk (g_f), s 0.0 4.0 0.0 12.6 0.0 1.3 0.0 1.2 Serve Time pre Blk (g_fs), s 0.0 4.0 0.0 2.2 0.0 0.6 0.0 1.2 Prop LT Inside Lane (P_L) 0.00 0.33 0.00 0.04 0.00 0.60 0.00 0.49 Lane Grp Cap (c), veh/h 0 1030 0 487 0 616 0 470 V/C Ratio (X) 0.00 0.36 0.00 0.15 0.00 0.06 0.00 0.66 Avail Cap (c_a), veh/h 0 1030 0 1048 0 616 0 972 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 7.7 0.0 20.0 0.0 6.6 0.0 23.7 Incr Delay (d2), s/veh 0.0 1.0 0.0 0.1 0.0 0.2 0.0 1.6 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 8.7 0.0 20.1 0.0 6.8 0.0 25.3 1st-Term Q (Q1), veh/ln 0.0 3.7 0.0 1.0 0.0 0.3 0.0 5.4 2nd-Term Q (Q2), veh/ln 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.2 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 4.0 0.0 1.1 0.0 0.3 0.0 5.7 %ile Storage Ratio (RQ%) 0.00 0.43 0.00 0.07 0.00 0.03 0.00 0.41 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040608 Lane Assignment Lanes in Grp 00000000 Grp Vol (v), veh/h 00000000 Grp Sat Flow (s), veh/h/ln 00000000 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 00000000 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 00000000 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/9/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Grp 01000100 Grp Vol (v), veh/h 0 314 0 0 0 43 0 0 Grp Sat Flow (s), veh/h/ln 0 1441 0 0 0 1632 0 0 Q Serve Time (g_s), s 0.0 8.0 0.0 0.0 0.0 0.8 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 8.0 0.0 0.0 0.0 0.8 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.97 0.00 0.37 0.00 0.21 0.00 0.08 Lane Grp Cap (c), veh/h 0 829 0 0 0 939 0 0 V/C Ratio (X) 0.00 0.38 0.00 0.00 0.00 0.05 0.00 0.00 Avail Cap (c_a), veh/h 0 829 0 0 0 939 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 7.8 0.0 0.0 0.0 6.3 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.3 0.0 0.0 0.0 0.1 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 9.2 0.0 0.0 0.0 6.4 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 3.1 0.0 0.0 0.0 0.3 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 3.4 0.0 0.0 0.0 0.4 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.37 0.00 0.00 0.00 0.04 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 13.9 HCM 2010 LOS B
Michigan City 6/6/2017 2040 Build AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 3 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 49 101 153 0000733141834470 Number 7 4 14 5 2 12 1 6 16 Initial Q, veh 0 0 0 000000 Ped-Bike Adj (A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 0 1863 1900 1900 1863 0 Adj Flow Rate, veh/h 52 106 161 0 772 148 87 471 0 Adj No. of Lanes 0 1 0 020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 0 2 0 022220 Opposing Right Turn Influence Yes No Yes Cap, veh/h 64 131 199 0 1758 337 243 1360 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.23 0.23 0.23 0.00 0.60 0.60 0.60 0.60 0.00 Ln Grp Delay, s/veh 29.5 0.0 0.0 0.0 9.1 9.2 9.3 8.1 0.0 Ln Grp LOS C AAAA Approach Vol, veh/h 319 920 558 Approach Delay, s/veh 29.5 9.1 8.6 Approach LOS C A A Timer: 12345678 Assigned Phs 2 4 6 Case No 8.0 12.0 8.0 Phs Duration (G+Y+Rc), s 48.0 22.5 48.0 Change Period (Y+Rc), s 6.0 6.0 6.0 Max Green (Gmax), s 42.0 36.0 42.0 Max Allow Headway (MAH), s 5.3 5.3 5.3 Max Q Clear (g_c+l1), s 12.1 14.6 15.4 Green Ext Time (g_e), s 12.1 1.9 11.5 Prob of Phs Call (p_c) 1.00 1.00 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 Left-Turn Movement Data Assigned Mvmt 5 7 1 Mvmt Sat Flow, veh/h 0 274 292 Through Movement Data Assigned Mvmt 2 4 6 Mvmt Sat Flow, veh/h 3043 559 2368 Right-Turn Movement Data Assigned Mvmt 12 14 16 Mvmt Sat Flow, veh/h 566 850 0 Left Lane Group Data Assigned Mvmt 05070100 Lane Assignment L+T+R L+T Lanes in Grp 00010100
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
Grp Vol (v), veh/h 0 0 0 319 0 241 0 0 Grp Sat Flow (s), veh/h/ln 0 0 0 1683 0 964 0 0 Q Serve Time (g_s), s 0.0 0.0 0.0 12.6 0.0 3.3 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 12.6 0.0 13.4 0.0 0.0 Perm LT Sat Flow (s_l), veh/h/ln 0000061700 Shared LT Sat Flow (s_sh), veh/h/ln 00000000 Perm LT Eff Green (g_p), s 0.0 0.0 0.0 0.0 0.0 42.0 0.0 0.0 Perm LT Serve Time (g_u), s 0.0 0.0 0.0 0.0 0.0 31.9 0.0 0.0 Perm LT Q Serve Time (g_ps), s 0.0 0.0 0.0 0.0 0.0 3.3 0.0 0.0 Time to First Blk (g_f), s 0.0 42.0 0.0 0.0 0.0 3.5 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 0.0 0.0 0.0 0.0 3.5 0.0 0.0 Prop LT Inside Lane (P_L) 0.00 0.00 0.00 0.16 0.00 0.36 0.00 0.00 Lane Grp Cap (c), veh/h 0 0 0 394 0 644 0 0 V/C Ratio (X) 0.00 0.00 0.00 0.81 0.00 0.37 0.00 0.00 Avail Cap (c_a), veh/h 0 0 0 860 0 644 0 0 Upstream Filter (I) 0.00 0.00 0.00 1.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 25.5 0.0 7.6 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 4.0 0.0 1.7 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 29.5 0.0 9.3 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 5.8 0.0 2.7 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.4 0.0 0.3 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 6.3 0.0 3.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.41 0.00 0.33 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040600 Lane Assignment T T Lanes in Grp 01000100 Grp Vol (v), veh/h 0 463 0 0 0 317 0 0 Grp Sat Flow (s), veh/h/ln 0 1770 0 0 0 1610 0 0 Q Serve Time (g_s), s 0.0 10.1 0.0 0.0 0.0 7.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 10.1 0.0 0.0 0.0 7.0 0.0 0.0 Lane Grp Cap (c), veh/h 0 1054 0 0 0 959 0 0 V/C Ratio (X) 0.00 0.44 0.00 0.00 0.00 0.33 0.00 0.00 Avail Cap (c_a), veh/h 0 1054 0 0 0 959 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 7.8 0.0 0.0 0.0 7.2 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.3 0.0 0.0 0.0 0.9 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 9.1 0.0 0.0 0.0 8.1 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 4.9 0.0 0.0 0.0 3.1 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.4 0.0 0.0 0.0 0.2 0.0 0.0
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 1: Franklin St & 11th St 6/7/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 5.3 0.0 0.0 0.0 3.3 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.68 0.00 0.00 0.00 0.36 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 0 Lane Assignment T+R Lanes in Grp 01000000 Grp Vol (v), veh/h 0 457 000000 Grp Sat Flow (s), veh/h/ln 0 1746 000000 Q Serve Time (g_s), s 0.0 10.1 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 10.1 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.32 0.00 0.50 0.00 0.00 0.00 0.00 Lane Grp Cap (c), veh/h 0 1040 000000 V/C Ratio (X) 0.00 0.44 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 0 1040 000000 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 7.8 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.3 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 9.2 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 4.8 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.4 0.0 0.0 0.0 0.0 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 %ile Back of Q (50%), veh/ln 0.0 5.2 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.68 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 12.6 HCM 2010 LOS B
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 3 HCM 2010 TWSC 2: Lafayette St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 45 214 20 0 0 0 0 53 23 6 105 0 Conflicting Peds, #/hr 2 0 3 3 0 2 0 0 8 8 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 47 225 21 0 0 0 0 56 24 6 111 0
Major/Minor Major1 Minor1 Minor2 Conflicting Flow All 8 0 0 402 347 244 387 357 11 Stage 1 - - - 339 339 - 8 8 - Stage 2 - - - 63 8 - 379 349 - Critical Hdwy - - - 6.42 6.52 6.22 6.42 6.52 - Critical Hdwy Stg 1 - - - 5.42 5.52 - - - - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy - - - 3.518 4.018 3.318 3.518 4.018 - Pot Cap-1 Maneuver - - - 604 576 795 616 569 - Stage 1 - - - 722 640 - - - - Stage 2 ------692 633 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 598 0 790 608 0 - Mov Cap-2 Maneuver - - - 598 0 - 608 0 - Stage 1 - - - 717 0 - - 0 - Stage 2 - - - - 0 - 687 0 -
Approach EB NB SB HCM Control Delay, s 10.1 HCM LOS B -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR SBLn1 Capacity (veh/h) 790 ---- HCM Lane V/C Ratio 0.101 ---- HCM Control Delay (s) 10.1 ---- HCM Lane LOS B ---- HCM 95th %tile Q(veh) 0.3 ----
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 5 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh 10.1 Intersection LOS B Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 5 156 59 0 43 274 6 0 58 21 15 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 5 164 62 0 45 288 6 0 61 22 16 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 9.3 10.9 9.2 HCM LOS A B A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 62% 2% 13% 6% Vol Thru, % 22% 71% 85% 72% Vol Right, % 16% 27% 2% 22% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 94 220 323 18 LT Vol 58 5 43 1 Through Vol 21 156 274 13 RT Vol 15 59 6 4 Lane Flow Rate 99 232 340 19 Geometry Grp 1111 Degree of Util (X) 0.144 0.287 0.426 0.028 Departure Headway (Hd) 5.256 4.464 4.512 5.24 Convergence, Y/N Yes Yes Yes Yes Cap 680 804 796 679 Service Time 3.311 2.499 2.546 3.305 HCM Lane V/C Ratio 0.146 0.289 0.427 0.028 HCM Control Delay 9.2 9.3 10.9 8.5 HCM Lane LOS AABA HCM 95th-tile Q 0.5 1.2 2.1 0.1
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 6 HCM 2010 AWSC 3: Lafayette St & 10th St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 1 13 4 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 1 14 4 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 8.5 HCM LOS A
Lane
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 7 HCM 2010 TWSC 6: Cedar St & 11th St 6/7/2017
Intersection Int Delay, s/veh 0.8
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 259 8 0 0 0 22 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 273 8 0 0 0 23
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 277 277 Stage 1 - - 277 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 675 762 Stage 1 - - 729 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 675 762 Mov Cap-2 Maneuver - - 675 - Stage 1 - - 729 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9.9 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 762 - - HCM Lane V/C Ratio 0.03 - - HCM Control Delay (s) 9.9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.1 - -
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 9 HCM 2010 TWSC 7: 10th St & Cedar St 6/7/2017
Intersection Int Delay, s/veh 0.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 10 219 2 2 316 17 1 1 1 2 1 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 11 231 2 2 333 18 1 1 1 2 1 5
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 351 0 0 233 0 0 602 608 232 600 600 342 Stage 1 ------253 253 - 346 346 - Stage 2 ------349 355 - 254 254 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1208 - - 1335 - - 412 410 807 413 415 701 Stage 1 ------751 698 - 670 635 - Stage 2 ------667 630 - 750 697 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1208 - - 1335 - - 404 405 807 408 410 701 Mov Cap-2 Maneuver ------404 405 - 408 410 - Stage 1 ------743 691 - 663 634 - Stage 2 ------660 629 - 740 690 -
Approach EB WB NB SB HCM Control Delay, s 0.3 0 12.5 11.6 HCM LOS B B
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 485 1208 - - 1335 - - 553 HCM Lane V/C Ratio 0.007 0.009 - - 0.002 - - 0.015 HCM Control Delay (s) 12.5 8 0 - 7.7 0 - 11.6 HCM Lane LOS B A A - A A - B HCM 95th %tile Q(veh) 0 0 - - 0 - - 0
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 10 HCM 2010 TWSC 9: Spring St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.6
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 222 35 0 0 0 49 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 234 37 0 0 0 52
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 252 252 Stage 1 - - 252 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 701 787 Stage 1 - - 752 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 701 787 Mov Cap-2 Maneuver - - 701 - Stage 1 - - 752 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 9.9 HCM LOS A
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 787 - - HCM Lane V/C Ratio 0.066 - - HCM Control Delay (s) 9.9 - - HCM Lane LOS A - - HCM 95th %tile Q(veh) 0.2 - -
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 11 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh 10 Intersection LOS A Movement EBU EBL EBT EBR WBU WBL WBT WBR NBU NBL NBT NBR Vol, veh/h 0 20 122 43 0 32 254 35 0 41 4 99 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Heavy Vehicles, % 222222222222 Mvmt Flow 0 21 128 45 0 34 267 37 0 43 4 104 Number of Lanes 001000100010
Approach EB WB NB Opposing Approach WB EB SB Opposing Lanes 1 1 1 Conflicting Approach Left SB NB EB Conflicting Lanes Left 1 1 1 Conflicting Approach Right NB SB WB Conflicting Lanes Right 1 1 1 HCM Control Delay 9.2 10.9 9.1 HCM LOS A B A
Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, % 28% 11% 10% 38% Vol Thru, % 3% 66% 79% 17% Vol Right, % 69% 23% 11% 46% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 144 185 321 24 LT Vol 41 20 32 9 Through Vol 4 122 254 4 RT Vol 99 43 35 11 Lane Flow Rate 152 195 338 25 Geometry Grp 1111 Degree of Util (X) 0.203 0.25 0.426 0.036 Departure Headway (Hd) 4.814 4.628 4.542 5.159 Convergence, Y/N Yes Yes Yes Yes Cap 741 771 791 688 Service Time 2.87 2.681 2.588 3.233 HCM Lane V/C Ratio 0.205 0.253 0.427 0.036 HCM Control Delay 9.1 9.2 10.9 8.4 HCM Lane LOS AABA HCM 95th-tile Q 0.8 1 2.1 0.1
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 12 HCM 2010 AWSC 10: 10th St & Spring St 6/7/2017
Intersection Intersection Delay, s/veh Intersection LOS Movement SBU SBL SBT SBR Vol, veh/h 0 9 4 11 Peak Hour Factor 0.95 0.95 0.95 0.95 Heavy Vehicles, % 2222 Mvmt Flow 0 9 4 12 Number of Lanes 0010
Approach SB Opposing Approach NB Opposing Lanes 1 Conflicting Approach Left WB Conflicting Lanes Left 1 Conflicting Approach Right EB Conflicting Lanes Right 1 HCM Control Delay 8.4 HCM LOS A
Lane
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 13 HCM 2010 TWSC 12: Pine St & 11th St 6/7/2017
Intersection Int Delay, s/veh 1.7
Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 199 125 0 0 0 63 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - - 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 209 132 0 0 0 66
Major/Minor Major1 Minor1 Conflicting Flow All 0 0 275 275 Stage 1 - - 275 - Stage 2 - - 0 - Critical Hdwy - - 7.12 6.22 Critical Hdwy Stg 1 - - 6.12 - Critical Hdwy Stg 2 - - - - Follow-up Hdwy - - 3.518 3.318 Pot Cap-1 Maneuver - - 677 764 Stage 1 - - 731 - Stage 2 - - - - Platoon blocked, % - - Mov Cap-1 Maneuver - - 677 764 Mov Cap-2 Maneuver - - 677 - Stage 1 - - 731 - Stage 2 - - - -
Approach EB NB HCM Control Delay, s 0 10.2 HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR Capacity (veh/h) 764 - - HCM Lane V/C Ratio 0.087 - - HCM Control Delay (s) 10.2 - - HCM Lane LOS B - - HCM 95th %tile Q(veh) 0.3 - -
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 15 HCM 2010 TWSC 13: 10th St & Pine St 6/7/2017
Intersection Int Delay, s/veh 180.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 184 82 2 2 279 25 172 34 69 36 1 58 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 194 86 2 2 294 26 181 36 73 38 1 61
Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 701 578 32 586 572 72 62 0 0 108 0 0 Stage 1 107 107 - 434 434 ------Stage 2 594 471 - 152 138 ------Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 ------Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 ------Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 353 427 1042 422 430 990 1541 - - 1483 - - Stage 1 898 807 - 600 581 ------Stage 2 491 560 - 850 782 ------Platoon blocked, % - - - - Mov Cap-1 Maneuver ~ 104 363 1042 306 366 990 1541 - - 1483 - - Mov Cap-2 Maneuver ~ 104 363 - 306 366 ------Stage 1 785 785 - 524 508 ------Stage 2 ~ 176 489 - 735 761 ------
Approach EB WB NB SB HCM Control Delay, s $ 576 47.4 4.8 2.8 HCM LOS F E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1541 - - 134 385 1483 - - HCM Lane V/C Ratio 0.117 - - 2.105 0.837 0.026 - - HCM Control Delay (s) 7.6 0 - $ 576 47.4 7.5 0 - HCM Lane LOS A A - F E A A - HCM 95th %tile Q(veh) 0.4 - - 23.1 7.7 0.1 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 16 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/9/2017
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 4 15 37 332 120 60 157 358 249 5 168 13 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q, veh 000000000000 Ped-Bike Adj (A_pbT) 1.00 1.00 1.00 1.00 0.99 0.99 1.00 0.99 Parking Bus Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1863 1900 1900 1863 1900 1900 1863 1900 Adj Flow Rate, veh/h 4 16 39 349 126 63 165 377 262 5 177 14 Adj No. of Lanes 010010020020 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Percent Heavy Veh, % 222222222222 Opposing Right Turn Influence Yes Yes Yes Yes Cap, veh/h 70 216 459 472 142 71 306 619 436 62 1380 107 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Prop Arrive On Green 0.41 0.41 0.41 0.41 0.41 0.41 0.43 0.43 0.43 0.43 0.43 0.43 Ln Grp Delay, s/veh 13.8 0.0 0.0 23.6 0.0 0.0 20.7 0.0 20.7 13.4 0.0 13.5 Ln Grp LOS B C C C B B Approach Vol, veh/h 59 538 804 196 Approach Delay, s/veh 13.8 23.6 20.7 13.4 Approach LOS B C C B Timer: 12345678 Assigned Phs 2468 Case No 8.0 8.0 8.0 8.0 Phs Duration (G+Y+Rc), s 39.0 37.4 39.0 37.4 Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 Max Green (Gmax), s 33.0 45.0 33.0 45.0 Max Allow Headway (MAH), s 5.3 5.4 5.3 5.4 Max Q Clear (g_c+l1), s 18.9 3.7 4.6 27.6 Green Ext Time (g_e), s 5.5 4.7 7.2 3.8 Prob of Phs Call (p_c) 1.00 1.00 1.00 1.00 Prob of Max Out (p_x) 0.00 0.00 0.00 0.10 Left-Turn Movement Data Assigned Mvmt 5713 Mvmt Sat Flow, veh/h 557 49 28 960 Through Movement Data Assigned Mvmt 2468 Mvmt Sat Flow, veh/h 1435 524 3196 346 Right-Turn Movement Data Assigned Mvmt 12 14 16 18 Mvmt Sat Flow, veh/h 1011 1117 248 173 Left Lane Group Data Assigned Mvmt 05070103 Lane Assignment L+T L+T+R L+T L+T+R Lanes in Grp 01010101
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 1 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/9/2017
Grp Vol (v), veh/h 0 413 0 59 0 103 0 538 Grp Sat Flow (s), veh/h/ln 0 1495 0 1689 0 1824 0 1479 Q Serve Time (g_s), s 0.0 14.3 0.0 0.0 0.0 0.0 0.0 24.0 Cycle Q Clear Time (g_c), s 0.0 16.9 0.0 1.7 0.0 2.5 0.0 25.6 Perm LT Sat Flow (s_l), veh/h/ln 0 1205 0 1213 0 802 0 1366 Shared LT Sat Flow (s_sh), veh/h/ln 0 0 0 1819 0 0 0 1801 Perm LT Eff Green (g_p), s 0.0 33.0 0.0 31.4 0.0 33.0 0.0 31.4 Perm LT Serve Time (g_u), s 0.0 30.4 0.0 5.8 0.0 17.8 0.0 29.8 Perm LT Q Serve Time (g_ps), s 0.0 14.3 0.0 0.0 0.0 0.0 0.0 24.0 Time to First Blk (g_f), s 0.0 1.8 0.0 18.4 0.0 21.9 0.0 0.0 Serve Time pre Blk (g_fs), s 0.0 1.8 0.0 1.7 0.0 2.5 0.0 0.0 Prop LT Inside Lane (P_L) 0.00 0.40 0.00 0.07 0.00 0.05 0.00 0.65 Lane Grp Cap (c), veh/h 0 711 0 745 0 837 0 686 V/C Ratio (X) 0.00 0.58 0.00 0.08 0.00 0.12 0.00 0.78 Avail Cap (c_a), veh/h 0 711 0 1031 0 837 0 945 Upstream Filter (I) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 Uniform Delay (d1), s/veh 0.0 17.2 0.0 13.7 0.0 13.1 0.0 20.6 Incr Delay (d2), s/veh 0.0 3.4 0.0 0.0 0.0 0.3 0.0 3.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 20.7 0.0 13.8 0.0 13.4 0.0 23.6 1st-Term Q (Q1), veh/ln 0.0 6.8 0.0 0.8 0.0 1.3 0.0 10.5 2nd-Term Q (Q2), veh/ln 0.0 0.7 0.0 0.0 0.0 0.1 0.0 0.6 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 7.5 0.0 0.8 0.0 1.4 0.0 11.0 %ile Storage Ratio (RQ%) 0.00 0.80 0.00 0.05 0.00 0.13 0.00 0.81 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Middle Lane Group Data Assigned Mvmt 02040608 Lane Assignment Lanes in Grp 00000000 Grp Vol (v), veh/h 00000000 Grp Sat Flow (s), veh/h/ln 00000000 Q Serve Time (g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane Grp Cap (c), veh/h 00000000 V/C Ratio (X) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Avail Cap (c_a), veh/h 00000000 Upstream Filter (I) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 2 HCM 2010 Signalized Intersection Capacity Analysis 16: Franklin St & 10th St 6/9/2017
3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Right Lane Group Data Assigned Mvmt 0 12 0 14 0 16 0 18 Lane Assignment T+R T+R Lanes in Grp 01000100 Grp Vol (v), veh/h 0 391 0 0 0 93 0 0 Grp Sat Flow (s), veh/h/ln 0 1507 0 0 0 1649 0 0 Q Serve Time (g_s), s 0.0 15.2 0.0 0.0 0.0 2.6 0.0 0.0 Cycle Q Clear Time (g_c), s 0.0 15.2 0.0 0.0 0.0 2.6 0.0 0.0 Prot RT Sat Flow (s_R), veh/h/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prot RT Eff Green (g_R), s 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop RT Outside Lane (P_R) 0.00 0.67 0.00 0.66 0.00 0.15 0.00 0.12 Lane Grp Cap (c), veh/h 0 651 0 0 0 712 0 0 V/C Ratio (X) 0.00 0.60 0.00 0.00 0.00 0.13 0.00 0.00 Avail Cap (c_a), veh/h 0 651 0 0 0 712 0 0 Upstream Filter (I) 0.00 1.00 0.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d1), s/veh 0.0 16.7 0.0 0.0 0.0 13.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 4.1 0.0 0.0 0.0 0.4 0.0 0.0 Initial Q Delay (d3), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (d), s/veh 0.0 20.7 0.0 0.0 0.0 13.5 0.0 0.0 1st-Term Q (Q1), veh/ln 0.0 6.3 0.0 0.0 0.0 1.2 0.0 0.0 2nd-Term Q (Q2), veh/ln 0.0 0.7 0.0 0.0 0.0 0.1 0.0 0.0 3rd-Term Q (Q3), veh/ln 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile Back of Q Factor (f_B%) 0.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 %ile Back of Q (50%), veh/ln 0.0 7.0 0.0 0.0 0.0 1.3 0.0 0.0 %ile Storage Ratio (RQ%) 0.00 0.76 0.00 0.00 0.00 0.13 0.00 0.00 Initial Q (Qb), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Final (Residual) Q (Qe), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Delay (ds), s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Q (Qs), veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Sat Cap (cs), veh/h 00000000 Initial Q Clear Time (tc), h 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Intersection Summary HCM 2010 Ctrl Delay 20.5 HCM 2010 LOS C
Michigan City 6/6/2017 2040 Build PM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 3 HCM 2010 TWSC 13: 10th St & Pine St 6/8/2017
Intersection Int Delay, s/veh 3.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 125 58 172 69 272 14 1 1 1 12 34 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 132 61 181 73 286 15 1 1 1 13 36 19
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 301 0 0 242 0 0 881 861 152 855 944 294 Stage 1 ------415 415 - 439 439 - Stage 2 ------466 446 - 416 505 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1260 - - 1324 - - 267 293 894 278 262 745 Stage 1 ------615 592 - 597 578 - Stage 2 ------577 574 - 614 540 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1260 - - 1324 - - 196 240 894 238 214 745 Mov Cap-2 Maneuver ------196 240 - 238 214 - Stage 1 ------539 519 - 523 540 - Stage 2 ------490 536 - 536 473 -
Approach EB WB NB SB HCM Control Delay, s 2.9 1.5 17.6 22.4 HCM LOS C C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 289 1260 - - 1324 - - 274 HCM Lane V/C Ratio 0.011 0.104 - - 0.055 - - 0.246 HCM Control Delay (s) 17.6 8.2 0 - 7.9 0 - 22.4 HCM Lane LOS C A A - A A - C HCM 95th %tile Q(veh) 0 0.3 - - 0.2 - - 0.9
Michigan City 6/6/2017 2040 Build-Improved AM (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 16 HCM 2010 TWSC 13: 10th St & Pine St 6/7/2017
Intersection Int Delay, s/veh 28.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 184 82 2 2 279 25 172 34 69 36 1 58 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 194 86 2 2 294 26 181 36 73 38 1 61
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 320 0 0 88 0 0 817 799 87 840 787 307 Stage 1 ------475 475 - 311 311 - Stage 2 ------342 324 - 529 476 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1240 - - 1508 - - 295 319 971 285 324 733 Stage 1 ------570 557 - 699 658 - Stage 2 ------673 650 - 533 557 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1240 - - 1508 - - 235 266 971 207 270 733 Mov Cap-2 Maneuver ------235 266 - 207 270 - Stage 1 ------476 465 - 584 657 - Stage 2 ------615 649 - 380 465 -
Approach EB WB NB SB HCM Control Delay, s 5.8 0 86.5 18.3 HCM LOS F C
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 295 1240 - - 1508 - - 370 HCM Lane V/C Ratio 0.981 0.156 - - 0.001 - - 0.27 HCM Control Delay (s) 86.5 8.4 0 - 7.4 0 - 18.3 HCM Lane LOS F A A - A A - C HCM 95th %tile Q(veh) 10.1 0.6 - - 0 - - 1.1
Michigan City 6/6/2017 2040 Build PM - improved (2040 Volumes+Pr Road Network+Site Traffic) Synchro 8 Report Page 26 HCM 2010 TWSC 1: Chicago St & 11th St 6/8/2017
Intersection Int Delay, s/veh 2.5
Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 2 17 43 28 31 34 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 18 45 29 33 36
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 161 60 0 0 75 0 Stage 1 60 - - - - - Stage 2 101 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 830 1005 - - 1524 - Stage 1 963 - - - - - Stage 2 923 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 812 1005 - - 1524 - Mov Cap-2 Maneuver 812 - - - - - Stage 1 963 - - - - - Stage 2 903 - - - - -
Approach WB NB SB HCM Control Delay, s 8.8 0 3.5 HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 980 1524 - HCM Lane V/C Ratio - - 0.02 0.021 - HCM Control Delay (s) - - 8.8 7.4 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0.1 -
6/8/2017 AM Peak Synchro 8 Report Page 1 HCM 2010 TWSC 5: Oak St & 10th St 6/8/2017
Intersection Int Delay, s/veh 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 18 16 5 25 1 17 18 20 1 9 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 19 17 5 26 1 18 19 21 1 9 2
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 27 0 0 36 0 0 81 76 27 95 83 27 Stage 1 ------38 38 - 37 37 - Stage 2 ------43 38 - 58 46 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1587 - - 1575 - - 907 814 1048 888 807 1048 Stage 1 ------977 863 - 978 864 - Stage 2 ------971 863 - 954 857 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1587 - - 1575 - - 893 809 1048 851 802 1048 Mov Cap-2 Maneuver ------893 809 - 851 802 - Stage 1 ------974 860 - 975 861 - Stage 2 ------956 860 - 911 854 -
Approach EB WB NB SB HCM Control Delay, s 0.9 1.2 9.2 9.4 HCM LOS A A
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 911 1587 - - 1575 - - 839 HCM Lane V/C Ratio 0.064 0.003 - - 0.003 - - 0.015 HCM Control Delay (s) 9.2 7.3 0 - 7.3 0 - 9.4 HCM Lane LOS A A A - A A - A HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0
6/8/2017 AM Peak Synchro 8 Report Page 2 HCM 2010 TWSC 6: Oak St & 11th St 6/8/2017
Intersection Int Delay, s/veh 2.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 21 85 5 0 0 0 0 40 10 5 30 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 22 89 5 0 0 0 0 42 11 5 32 0
Major/Minor Major1 Minor1 Minor2 Conflicting Flow All 0 0 0 152 136 92 163 139 0 Stage 1 - - - 136 136 - 0 0 - Stage 2 - - - 16 0 - 163 139 - Critical Hdwy - - - 6.42 6.52 6.22 6.42 6.52 - Critical Hdwy Stg 1 - - - 5.42 5.52 - - - - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy - - - 3.518 4.018 3.318 3.518 4.018 - Pot Cap-1 Maneuver - - - 840 755 965 828 752 - Stage 1 - - - 890 784 - - - - Stage 2 ------866 782 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 840 0 965 828 0 - Mov Cap-2 Maneuver - - - 840 0 - 828 0 - Stage 1 - - - 890 0 - - 0 - Stage 2 - - - - 0 - 866 0 -
Approach EB NB SB HCM Control Delay, s 8.9 HCM LOS A -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR SBLn1 Capacity (veh/h) 965 ---- HCM Lane V/C Ratio 0.055 ---- HCM Control Delay (s) 8.9 ---- HCM Lane LOS A ---- HCM 95th %tile Q(veh) 0.2 ----
6/8/2017 AM Peak Synchro 8 Report Page 3 HCM 2010 TWSC 1: Chicago St & 11th St 6/8/2017
Intersection Int Delay, s/veh 2.7
Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 1 35 76 34 57 78 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 37 80 36 60 82
Major/Minor Minor1 Major1 Major2 Conflicting Flow All 300 98 0 0 116 0 Stage 1 98 - - - - - Stage 2 202 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 691 958 - - 1473 - Stage 1 926 - - - - - Stage 2 832 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 661 958 - - 1473 - Mov Cap-2 Maneuver 661 - - - - - Stage 1 926 - - - - - Stage 2 796 - - - - -
Approach WB NB SB HCM Control Delay, s 9 0 3.2 HCM LOS A
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - - 946 1473 - HCM Lane V/C Ratio - - 0.04 0.041 - HCM Control Delay (s) - - 9 7.5 0 HCM Lane LOS - - A A A HCM 95th %tile Q(veh) - - 0.1 0.1 -
6/8/2017 PM Peak Synchro 8 Report Page 1 HCM 2010 TWSC 5: Oak St & 10th St 6/8/2017
Intersection Int Delay, s/veh 5.2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 31 21 10 54 1 77 10 5 1 15 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 33 22 11 57 1 81 11 5 1 16 1
Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 58 0 0 55 0 0 141 133 44 140 143 57 Stage 1 ------54 54 - 78 78 - Stage 2 ------87 79 - 62 65 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 ------6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 ------6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1546 - - 1550 - - 829 758 1026 830 748 1009 Stage 1 ------958 850 - 931 830 - Stage 2 ------921 829 - 949 841 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1546 - - 1550 - - 808 750 1026 811 741 1009 Mov Cap-2 Maneuver ------808 750 - 811 741 - Stage 1 ------955 847 - 928 824 - Stage 2 ------896 823 - 930 838 -
Approach EB WB NB SB HCM Control Delay, s 0.6 1.1 10 9.9 HCM LOS B A
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 811 1546 - - 1550 - - 757 HCM Lane V/C Ratio 0.119 0.003 - - 0.007 - - 0.024 HCM Control Delay (s) 10 7.3 0 - 7.3 0 - 9.9 HCM Lane LOS B A A - A A - A HCM 95th %tile Q(veh) 0.4 0 - - 0 - - 0.1
6/8/2017 PM Peak Synchro 8 Report Page 2 HCM 2010 TWSC 6: Oak St & 11th St 6/8/2017
Intersection Int Delay, s/veh 3.3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 25 65 10 0 0 0 0 67 15 5 36 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length ------Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 26 68 11 0 0 0 0 71 16 5 38 0
Major/Minor Major1 Minor1 Minor2 Conflicting Flow All 0 0 0 145 126 74 169 132 0 Stage 1 - - - 126 126 - 0 0 - Stage 2 - - - 19 0 - 169 132 - Critical Hdwy - - - 6.42 6.52 6.22 6.42 6.52 - Critical Hdwy Stg 1 - - - 5.42 5.52 - - - - Critical Hdwy Stg 2 ------5.42 5.52 - Follow-up Hdwy - - - 3.518 4.018 3.318 3.518 4.018 - Pot Cap-1 Maneuver - - - 847 764 988 821 759 - Stage 1 - - - 900 792 - - - - Stage 2 ------861 787 - Platoon blocked, % - - Mov Cap-1 Maneuver - - - 847 0 988 821 0 - Mov Cap-2 Maneuver - - - 847 0 - 821 0 - Stage 1 - - - 900 0 - - 0 - Stage 2 - - - - 0 - 861 0 -
Approach EB NB SB HCM Control Delay, s 9 HCM LOS A -
Minor Lane/Major Mvmt NBLn1 EBL EBT EBR SBLn1 Capacity (veh/h) 988 ---- HCM Lane V/C Ratio 0.087 ---- HCM Control Delay (s) 9 ---- HCM Lane LOS A ---- HCM 95th %tile Q(veh) 0.3 ----
6/8/2017 PM Peak Synchro 8 Report Page 3 DT-NWI Draft Parking-Traffic_20170609 Michigan City - Traffic Volumes Existing - AM Peak Hour
RTL RTL RTL RTL RTL 2 42 1 1 19 0 2 11 0 1 6 0 2 14 0 L2 3R L1 1R L2 1R L1 4R L2 1R T 5 10th / Franklin 20 T T 7 10th / Pine 23 T T 9 10th / Spring 21 T T 12 10th / Cedar 20 T T 10 10th / Lafayette 19 T R 11 10 L R 5 4 L R 3 3 L R 1 3 L R 3 3 L 19 207 5 8 93 2 5 8 3 2 4 1 6 9 3 LTR LTR LTR LTR LTR
RTL RTL RTL RTL RTL 5 58 2 2 26 1 2 15 0 1 7 0 2 18 0 L3 14R L2 6R L3 0R L1 1R L3 0R T 53 11th / Franklin 71 T T 90 11th / Pine 89 T T 82 11th / Spring 101 T T 84 11th / Cedar 119 T T 80 11th / Lafayette 129 T R 36 23 L R 16 10 L R 30 20 L R 1 15 L R 3 13 L 37 216 53 17 96 24 3 14 4 2 8 2 4 16 10 LTR LTR LTR LTR LTR Michigan City - Traffic Volumes Existing - PM Peak Hour
RTL RTL RTL RTL RTL 3 141 1 1 64 6 3 8 4 1 4 0 3 10 1 L3 4R L1 5R L3 7R L2 3R L4 7R T 7 10th / Franklin 20 T T 9 10th / Pine 23 T T 18 10th / Spring 25 T T 28 10th / Cedar 33 T T 24 10th / Lafayette 29 T R17 5L R8 3L R3 3L R2 1L R4 2L 14 312 12 6 140 12 5 16 10 2 8 5 6 19 12 LTR LTR LTR LTR LTR
RTL RTL RTL RTL RTL 7 145 9 3 65 4 3 9 4 2 4 1 3 11 2 L 11 27 R L 5 12 R L 13 2 R L 6 1 R L 15 2 R T 104 11th / Franklin 70 T T 177 11th / Pine 145 T T 187 11th / Spring 150 T T 195 11th / Cedar 155 T T 171 11th / Lafayette 145 T R 122 69 L R 42 31 L R 28 10 L R 6 5 L R 16 12 L 38 314 112 19 140 50 35 19 20 5 10 7 13 23 18 LTR LTR LTR LTR LTR Michigan City - Traffic Volumes 2022 + Existing Road Network - AM Peak Hour
RTL RTL RTL RTL RTL 2 44 1 1 20 0 2 12 0 1 6 0 2 15 0 L2 3R L1 1R L2 1R L1 4R L2 1R T 5 10th / Franklin 21 T T 7 10th / Pine 24 T T 9 10th / Spring 22 T T 13 10th / Cedar 21 T T 11 10th / Lafayette 20 T R 12 11 L R 5 5 L R 3 3 L R 1 3 L R 3 3 L 20 218 5 9 98 2 5 8 3 3 4 1 6 9 3 LTR LTR LTR LTR LTR
RTL RTL RTL RTL RTL 5 61 2 2 27 1 2 16 0 1 8 0 2 19 0 L3 15R L2 7R L3 0R L1 1R L3 0R T 56 11th / Franklin 75 T T 95 11th / Pine 94 T T 86 11th / Spring 106 T T 88 11th / Cedar 125 T T 84 11th / Lafayette 136 T R 38 24 L R 17 11 L R 32 21 L R 1 16 L R 3 14 L 39 227 56 17 101 25 4 14 4 2 8 2 4 17 11 LTR LTR LTR LTR LTR Michigan City - Traffic Volumes 2022 + Existing Road Network - PM Peak Hour
RTL RTL RTL RTL RTL 3 148 1 1 20 0 3 9 4 1 4 0 3 11 1 L3 4R L1 5R L4 7R L2 3R L4 7R T 7 10th / Franklin 21 T T 9 10th / Pine 24 T T 19 10th / Spring 26 T T 29 10th / Cedar 35 T T 25 10th / Lafayette 30 T R18 5L R8 3L R4 3L R2 1L R4 2L 15 328 13 7 147 13 5 17 11 3 8 5 6 20 13 LTR LTR LTR LTR LTR
RTL RTL RTL RTL RTL 7 152 9 3 68 4 3 10 4 2 5 1 3 12 2 L 12 28 R L 5 13 R L 13 2 R L 6 1 R L 16 2 R T 109 11th / Franklin 74 T T 186 11th / Pine 152 T T 197 11th / Spring 158 T T 205 11th / Cedar 163 T T 180 11th / Lafayette 152 T R 128 73 L R 44 32 L R 29 11 L R 7 5 L R 17 13 L 40 330 118 20 147 53 37 20 21 5 11 8 14 24 19 LTR LTR LTR LTR LTR Michigan City - Traffic Volumes 2022 + Proposed Road Network - AM Peak Hour
RTL RTL RTL RTL RTL 7 39 1 15 0 6 10 0 4 5 0 2 2 15 0 L 2 18 R L 104 8 R L 4 15 R L 2 14 R L 2 1 R T 5 10th / Franklin 96 T T 16 10th / Pine 196 T T 22 10th / Spring 193 T T 27 10th / Cedar 202 T T 11 10th / Lafayette 181 T R 21 97 L R 0 0 L R 0 0 L R 0 0 L R 18 39 L 98 203 113 1 1 1 1 1 1 1 1 1 32 9 3 LTR LTR LTR LTR LTR
TL TL 133 25 65 4 L 9 L 25 T 50 11th / Franklin T 91 11th / Pine T 84 11th / Spring T 102 11th / Cedar T 84 11th / Lafayette R 38 R 40 R 32 R 1 R 3 407 56 25 18 11 21 11 TR R R R TR Michigan City - Traffic Volumes 2022 + Proposed Road Network - PM Peak Hour
RTL RTL RTL RTL RTL 11 141 1 48 1 26 9 1 7 4 1 2 3 11 1 L 3 33 R L 154 18 R L 17 29 R L 8 14 R L 4 5 R T 7 10th / Franklin 47 T T 37 10th / Pine 202 T T 44 10th / Spring 213 T T 43 10th / Cedar 239 T T 25 10th / Lafayette 210 T R 31 168 L R 1 1 L R 1 1 L R 1 1 L R 13 36 L 131 300 185 0 0 0 0 0 0 0 0 0 42 18 13 LTR LTR LTR LTR LTR
TL TL 268 70 52 5 L 37 L 38 T 84 11th / Franklin T 166 11th / Pine T 186 11th / Spring T 216 11th / Cedar T 179 11th / Lafayette R 128 R 104 R 29 R 7 R 17 594 118 53 41 18 38 19 TR R R R TR Michigan City ‐ Traffic Volumes 2022 Site Generated Traffic and Distribution ‐ AM Peak Hour
RTL RTL RTL RTL RTL 006 0101 010 000 000 L0 1R L0 1R L0 0R L0 0R L0 0R T10 10th / Franklin 4T T13 10th / Pine 13 T T 0 10th / Spring 40 T T 10 10th / Cedar 50 T T 8 10th / Lafayette 38 T R0 9L R50 40L R14 10L R0 0L R3 0L 0046 000 14110 000 1300 LTR LTR LTR LTR LTR
RT 99 0 L0 Lot 3-Entrance A R0 T 00 25 LT Lot 2-Entrance
RL 25 00 T L0 0R Lot 3-Entrance B
TL TL 80 30 L9 L0 T0 11th / Franklin T0 11th / Pine T0 11th / Spring T0 11th / Cedar T0 11th / Lafayette R0 R0 R0 R0 R0 380000130 TRRRRTR Michigan City ‐ Traffic Volumes 2022 Site Generated Traffic and Distribution ‐ PM Peak Hour
RTL RTL RTL RTL RTL 001 001 010 000 000 L0 6R L0 1R L0 0R L0 0R L0 0R T2 10th / Franklin 19 T T 13 10th / Pine 13 T T 20 10th / Spring 0T T50 10th / Cedar 10 T T 38 10th / Lafayette 8T R039LR00LR1410LR00LR130L 009 501020 14130 000 300 LTR LTR LTR LTR LTR
RT 00 L71 Lot 3-Entrance A R0 T 08 25 LT Lot 2-Entrance
RL 45 00 T L0 8R Lot 3-Entrance B
TL TL 38 0 13 0 L2 L0 T0 11th / Franklin T0 11th / Pine T0 11th / Spring T0 11th / Cedar T0 11th / Lafayette R0 R0 R0 R0 R0 8000030 TRRRRTR Michigan City - Traffic Volumes 2022 + Proposed Roadway Network + Site Traffic - AM Peak Hour
RTL RTL RTL RTL RTL 7 39 7 15 10 7 10 1 4 5 0 2 2 15 0 L 2 19 R L 104 9 R L 4 15 R L 2 14 R L 2 1 R T 15 10th / Franklin 100 T T 29 10th / Pine 208 T T 22 10th / Spring 233 T T 37 10th / Cedar 252 T T 18 10th / Lafayette 218 T R 21 106 L R 50 40 L R 14 10 L R 0 0 L R 20 39 L 98 203 159 1 1 1 15 2 11 1 1 1 45 9 3 LTR LTR LTR LTR LTR
RT 99 0 L 0 Lot 3-Entrance A R 0 T 0 0 25 LT Lot 2-Entrance
RL 25 0 0 T L 0 0 R Lot 3-Entrance B
TL TL 141 25 68 4 L 18 L 25 T 50 11th / Franklin T 91 11th / Pine T 84 11th / Spring T 102 11th / Cedar T 84 11th / Lafayette R 38 R 40 R 32 R 1 R 3 445 56 25 18 2 34 11 TR R R R TR Michigan City ‐ Traffic Volumes 2022 Roadway Network + Site Traffic ‐ PM Peak Hour
RTL RTL RTL RTL RTL 11 141 2 48 1 27 9 2 7 4 1 2 3 11 1 L 3 39 R L 154 19 R L 17 29 R L 8 14 R L 4 5 R T9 10th / Franklin 66 T T 50 10th / Pine 215 T T 64 10th / Spring 213 T T 93 10th / Cedar 249 T T 63 10th / Lafayette 218 T R 31 207 L R 1 1 L R 15 11 L R 1 1 L R 26 36 L 131 300 194 50 10 19 14 1 30 0 0 0 45 18 13 LTR LTR LTR LTR LTR
RT 00 L71 Lot 3-Entrance A R0 T 08 25 LT Lot 2-Entrance
RL 45 00 T L0 8R Lot 3-Entrance B
TL TL 306 70 65 5 L39 L38 T84 11th / Franklin T 166 11th / Pine T 186 11th / Spring T 216 11th / Cedar T 179 11th / Lafayette R 128 R 104 R 29 R 7 R 17 602 118 53 41 18 41 19 TRRRRTR Michigan City - Traffic Volumes 2040 + Existing Road Network - AM Peak Hour
RTL RTL RTL RTL RTL 3 53 1 1 24 1 2 14 0 1 7 0 3 18 0 L3 4R L1 2R L2 1R L1 5R L3 1R T 6 10th / Franklin 25 T T 9 10th / Pine 29 T T 11 10th / Spring 26 T T 15 10th / Cedar 25 T T 13 10th / Lafayette 24 T R 14 13 L R 6 6 L R 3 3 L R 2 4 L R 4 4 L 24 260 6 11 117 3 6 10 3 3 5 2 8 11 4 LTR LTR LTR LTR LTR
RTL RTL RTL RTL RTL 6 73 3 3 33 1 2 19 0 1 9 0 3 23 0 L4 18R L3 8R L3 0R L2 1R L4 0R T 67 11th / Franklin 89 T T 113 11th / Pine 112 T T 103 11th / Spring 127 T T 106 11th / Cedar 150 T T 101 11th / Lafayette 162 T R 45 29 L R 20 13 L R 38 25 L R 2 19 L R 4 16 L 47 272 67 21 121 30 4 17 5 2 10 3 5 20 13 LTR LTR LTR LTR LTR Michigan City - Traffic Volumes 2040 + Existing Road Network - PM Peak Hour
RTL RTL RTL RTL RTL 4 177 1 2 80 8 3 11 5 2 5 1 4 13 1 L4 5R L2 6R L4 9R L2 4R L5 9R T 9 10th / Franklin 25 T T 11 10th / Pine 29 T T 23 10th / Spring 31 T T 35 10th / Cedar 41 T T 30 10th / Lafayette 36 T R 21 6 L R 10 4 L R 4 4 L R 2 1 L R 5 3 L 18 392 15 8 176 15 6 20 13 3 10 6 8 24 15 LTR LTR LTR LTR LTR
RTL RTL RTL RTL RTL 9 182 11 4 81 5 3 12 5 3 6 1 4 14 3 L 14 34 R L 6 15 R L 16 2 R L 8 1 R L 19 3 R T 131 11th / Franklin 88 T T 223 11th / Pine 182 T T 235 11th / Spring 189 T T 245 11th / Cedar 195 T T 215 11th / Lafayette 182 T R 153 87 L R 53 39 L R 35 13 L R 8 6 L R 20 15 L 48 395 141 24 176 63 44 24 25 7 13 9 16 29 23 LTR LTR LTR LTR LTR Michigan City - Traffic Volumes 2040 + Proposed Road Network - AM Peak Hour
RTL RTL RTL RTL RTL 9 47 1 18 0 8 12 0 5 6 0 2 3 18 0 L 3 21 R L 125 10 R L 5 18 R L 3 16 R L 3 1 R T 6 10th / Franklin 115 T T 20 10th / Pine 234 T T 26 10th / Spring 230 T T 32 10th / Cedar 241 T T 13 10th / Lafayette 216 T R 25 116 L R 0 0 L R 0 0 L R 0 0 L R 21 47 L 118 243 135 1 1 1 1 1 1 1 1 1 39 11 4 LTR LTR LTR LTR LTR
TL TL 159 30 78 5 L 11 L 30 T 59 11th / Franklin T 108 11th / Pine T 100 11th / Spring T 122 11th / Cedar T 101 11th / Lafayette R 45 R 48 R 38 R 2 R 4 486 67 30 22 13 25 13 TR R R R TR Michigan City - Traffic Volumes 2040 + Proposed Road Network - PM Peak Hour
RTL RTL RTL RTL RTL 13 168 1 58 0 32 11 0 9 5 0 2 4 13 1 L 4 39 R L 184 21 R L 20 35 R L 10 17 R L 5 6 R T 9 10th / Franklin 57 T T 44 10th / Pine 241 T T 53 10th / Spring 254 T T 51 10th / Cedar 286 T T 30 10th / Lafayette 251 T R 37 201 L R 2 2 L R 2 2 L R 2 2 L R 17 43 L 157 358 221 0 0 0 0 0 0 0 0 0 50 21 15 LTR LTR LTR LTR LTR
TL TL 321 83 63 6 L 44 L 45 T 101 11th / Franklin T 199 11th / Pine T 222 11th / Spring T 259 11th / Cedar T 214 11th / Lafayette R 153 R 125 R 35 R 8 R 20 710 141 63 49 22 45 23 TR R R R TR Michigan City ‐ Traffic Volumes 2040 Site Generated Traffic and Distribution ‐ AM Peak Hour
RTL RTL RTL RTL RTL 0021 0344 040 000 000 L0 4R L0 4R L0 0R L0 0R L0 0R T34 10th / Franklin 11 T T 38 10th / Pine 38 T T 0 10th / Spring 69 T T 30 10th / Cedar 168 T T 23 10th / Lafayette 126 T R 0 28 L R 172 69 L R 41 99 L R 0 0 L R 8 0 L 00155 000 41430 000 4200 LTR LTR LTR LTR LTR
RT 248 28 L0 Lot 3-Entrance A R0 T 0 0 144 LT Lot 2-Entrance
RL 75 028 T L0 0R Lot 3-Entrance B
TL TL 23 0 80 L29 L0 T0 11th / Franklin T0 11th / Pine T0 11th / Spring T0 11th / Cedar T0 11th / Lafayette R0 R0 R0 R0 R0 1260000420 TRRRRTR Michigan City ‐ Traffic Volumes 2040 Site Generated Traffic and Distribution ‐ PM Peak Hour
RTL RTL RTL RTL RTL 004 004 040 000 000 L021RL04RL00RL00RL00R T6 10th / Franklin 63 T T 38 10th / Pine 38 T T 69 10th / Spring 0 T T 168 10th / Cedar 30 T T 126 10th / Lafayette 23 T R 0 131 L R 0 0 L R 41 30 L R 0 0 L R 42 0 L 0 0 28 172 34 69 41 4 99 0 0 0 8 0 0 LTR LTR LTR LTR LTR
RT 00 L 248 Lot 3-Entrance A R0 T 028 75 LT Lot 2-Entrance
R L 144 00 T L 0 28 R Lot 3-Entrance B
TL TL 23 0 42 0 L29 L0 T0 11th / Franklin T0 11th / Pine T0 11th / Spring T0 11th / Cedar T0 11th / Lafayette R0 R0 R0 R0 R0 126000080 TRRRRTR Michigan City ‐ Traffic Volumes 2040 + Proposed Roadway Network + Site Traffic ‐ AM Peak Hour
RTL RTL RTL RTL RTL 9 4722 183412 124 5 6 0 2 3 180 L 3 25 R L 125 14 R L 5 18 R L 3 16 R L 3 1 R T40 10th / Franklin 126 T T 58 10th / Pine 272 T T 26 10th / Spring 299 T T 62 10th / Cedar 409 T T 36 10th / Lafayette 342 T R 25 144 L R 172 69 L R 41 99 L R 0 0 L R 29 47 L 118 243 290 1 1 1 42 5 31 1 1 1 81 11 4 LTR LTR LTR LTR LTR
RT 248 28 L0 Lot 3-Entrance A R0 T 0 0 144 LT Lot 2-Entrance
RL 75 028 T L0 0R Lot 3-Entrance B
TL TL 182 30 86 5 L40 L30 T59 11th / Franklin T 108 11th / Pine T 100 11th / Spring T 122 11th / Cedar T 101 11th / Lafayette R45 R48 R38 R 2 R 4 612 67 30 22 13 67 13 TRRRRTR Michigan City - Traffic Volumes 2040 + Proposed Roadway Network + Site Traffic - PM Peak Hour
RTL RTL RTL RTL RTL 13 168 5 58 0 36 11 4 9 5 0 2 4 13 1 L 4 60 R L 184 25 R L 20 35 R L 10 17 R L 5 6 R T 15 10th / Franklin 120 T T 82 10th / Pine 279 T T 122 10th / Spring 254 T T 219 10th / Cedar 316 T T 156 10th / Lafayette 274 T R 37 332 L R 2 2 L R 43 32 L R 2 2 L R 59 43 L 157 358 249 172 34 69 41 4 99 0 0 0 58 21 15 LTR LTR LTR LTR LTR
RT 0 0 L 248 Lot 3-Entrance A R 0 T 0 28 75 LT Lot 2-Entrance
RL 144 0 0 T L 0 28 R Lot 3-Entrance B
TL TL 447 83 105 6 L 49 L 45 T 101 11th / Franklin T 199 11th / Pine T 222 11th / Spring T 259 11th / Cedar T 214 11th / Lafayette R 153 R 125 R 35 R 8 R 20 733 141 63 49 22 53 23 TR R R R TR