PRR 1025 Doc 4 DesignAlternatives TrafficStudy 11-4-13

TECHNICAL MEMORANDUM
Latham Square Traffic Analysis and Truck Turn Analysis for Permanent Design Options
Date: To: From:
Project #: 13867 August 29, 2013 Nick Cartagena and Jamie Parks, City of Oakland Amy Lopez, Zachary Bugg, and Erin Ferguson, Kittelson & Associates, Inc.
In February 2013, Kittelson & Associates Inc. (KAI) conducted a traffic analysis to evaluate two alternative temporary roadway configurations around Latham Square in downtown Oakland to support the implementation of the Latham Square Pilot Pedestrian Plaza project. The City of Oakland (City) is exploring the feasibility of permanently converting Latham Square to a pedestrian plaza and in doing so, is considering altering the adjacent roadway network and circulation patterns. At the request of the City, KAI conducted a traffic analysis to evaluate three additional alternative roadway configurations around Latham Square. This technical memorandum documents the traffic analysis findings for the three alternatives, presents truck turning analysis for the permanent installation options the City is considering, and summarizes observations and suggestions regarding the geometry reflected in the design concepts the City provided for the alternatives. Building on the earlier analysis, KAI determined intersection LOS and intersection volume-to-capacity (v/c) ratios for eight (8) signalized intersections near Latham Square during the AM and PM peak hour for the three alternative configurations. Existing conditions, full closer of Telegraph Avenue between 16th Street and Broadway, and an offset intersection configuration were analyzed as part of the earlier analysis. Alternative C1 (Left In / Right Out) assumes Telegraph Avenue would extend to the intersection of Broadway and 15th Street and would not permit left turns from Telegraph Avenue onto Broadway at that intersection. Alternative C2 (Left In / Right Out, Left Out) assumes Telegraph Avenue would extend to the intersection of Broadway and 15th Street and would permit left turns from Telegraph Avenue to northbound Broadway at that intersection. Alternative D (One-Way Southbound) assumes Telegraph Avenue would extend to the intersection of Broadway and 15th Street, and it assumes the block between 15th and 16th Streets would be one-way in the southbound direction. Each alternative above assumes 16th Street west of Telegraph Avenue would be two-way.
The following sections summarize the traffic operations analysis findings, discuss the results of the truck turning analysis, and geometric review of the improvement concepts.
FILENAME: C:\USERS\EFERGUSON\DESKTOP\13867 LATHAM SQUARE PERMANENT DESIGN\13867_LATHAMSQUAREDRAFTMEMO_20130829 (RECOVERED).DOCX
Latham Square Traffic Analysis and Truck Turn Analysis for Permanent Design Options August 29, 2013
Project #: 13867 Page 2
TRAFFIC VOLUMES
Existing traffic volumes for this study were available from a previous study (1800 San Pablo EIR) for three of the eight intersections analyzed. The traffic volumes for the other five intersections were collected by a traffic count data vendor working for KAI. Exhibit 1 documents the list of the intersections analyzed for this study, the source of the traffic volume information, and the month/year the traffic counts were collected. The traffic volume data sheets for the intersections collected were provided to the City of Oakland as part of the analysis conducted in February 2013.
Exhibit 1 - Analysis Intersections, Traffic Volume Source, and Month/Year Collected
# 1 2 3 4 5 6 7 8 Intersection Telegraph Ave./Broadway/15 St. Telegraph Ave./16 St. Telegraph Ave./17 St. Telegraph Ave./18 St. Telegraph Ave./19 St. Broadway Ave./19 St. Broadway Ave./17 St. Broadway Ave./16 St.
th th th th th th th th
Source KAI KAI 1800 San Pablo EIR 1800 San Pablo EIR 1800 San Pablo EIR KAI KAI KAI
Month/Year January 2013 January 2013 May 2011 May 2011 May 2011 January 2013 January 2013 January 2013
Traffic volume data sheets for the five intersections counted in January 2013 include the peak hour factor (PHF), pedestrian volumes, bicycle volumes, heavy vehicle percentages and auto volumes. These values were used in the traffic operations analysis, which was conducted using Synchro software. The remaining three intersections were counted in May 2011 and only included auto volumes. Therefore, KAI made the following assumptions in the analysis conducted in February 2013 and as well the additional analysis summarized in this memorandum: Existing auto volumes from the May 2011 counts were transferred as reported in the 1800 San Pablo EIR; Pedestrian and bicycle volumes were copied from the nearest intersection where bicycle and pedestrian counts were available; and PHF and heavy vehicle percentages were left at the Synchro default values of 0.92 and 2%, respectively. These values are consistent with the data collected in January 2013 for the intersection of Telegraph Avenue and 16th Street
Kittelson & Associates, Inc.
Oakland, California
ALTERNATIVE C1 FINDINGS
The primary purpose of this analysis was to determine the impact of realigning Telegraph Avenue to intersect Broadway at 15th Street as well as the impact of converting 16th Street to a two-way street. The intersection of Telegraph/15th/Broadway was analyzed with a two-phase signal timing plan, allowing northbound and southbound traffic along Broadway to pass through the intersection, and then permitting eastbound traffic on Telegraph Avenue and westbound traffic on 15 th Street to pass. To eliminate the potential conflict between through and opposite direction left-turning vehicles, a protected left-turn phasing could be implemented at the intersection. The intersection at 16th Street and Telegraph Avenue was tested for sensitivity to eastbound traffic. The existing pedestrian phase was replaced by a phase permitting pedestrian east/west pedestrian crossing during the eastbound movement. The signal was found to operate at LOS A for the eastbound 16th Street movement for up to 70 vehicles making a left turn and 70 vehicles making a right turn. Although the intersection can accommodate 70 vehicles while maintaining a LOS A, a more realistic volume of 20 vehicles for each eastbound movement at that intersection was assumed for the analysis. These trips were taken from the eastbound left and right turns at 17th Street and Telegraph and were carried through the network. As summarized in Exhibit 2, none of the study intersections experience a change in level of service (LOS). The study intersections remain at LOS A or LOS B. The City of Oaklands LOS standard for downtown intersections is LOS E or better. Therefore, these intersections are projected to meet the Citys LOS standard for Alternative C1 (Left In / Right Out) during the AM peak hour.
Exhibit 2 Alternative C1 Intersection LOS and V/C Ratio Comparison for the AM Peak Hour
Existing AM Peak Hour Study Intersection Name Delay
1 2 3 4 5 6 7 8
Alternative C1 AM Peak Hour V/C 0.24 0.17 0.32 0.23 0.34 0.22 0.39 0.12 Delay 13.3 7.4 12.0 10.9 10.6 8.9 14.8 12.9 LOS B A B B B A B B V/C 0.27 0.21 0.31 0.23 0.34 0.22 0.39 0.21
LOS B A B B B A B B
Telegraph Ave./Broadway/15 St. Telegraph Ave. & 16 St. Telegraph Ave. & 17 St. Telegraph Ave. & 18 St. Telegraph Ave. & 19 St. Broadway & 19 St. Broadway & 17 St. Broadway & 16 St.
th th th th th th th
th
17.8 7.2 10.8 10.7 10.6 8.8 15.0 12.4
The intersection of Telegraph/15th/Broadway was analyzed for the PM peak hour with a two-phase timing plan like that of the AM peak hour. The intersection at 16 th Street and Telegraph Avenue was tested again for sensitivity to eastbound traffic, and the existing pedestrian phase was converted to a joint eastbound traffic and east/west crossing phase. The intersection was found to operate at LOS A
Kittelson & Associates, Inc. Oakland, California
for the eastbound 16th Street movement for up to 80 left and 80 right turns. Again, the analysis reported reflects a realistic value of 20 vehicles for both left and right eastbound turns. These trips were taken from the eastbound left and right turns at 17 th Street and Telegraph and were included along their respective paths through the network. The LOS and V/C ratios for the PM peak hour are shown in Exhibit 3. The study intersections operate at LOS A or LOS B during the PM peak hour, and none of the study intersections experience a change in LOS. Therefore, these intersections are projected to meet the Citys LOS standard for Alternative C1 (Left In / Right Out) during the PM peak hour.
Exhibit 3 Alternative C1 Intersection LOS and V/C Ratio Comparison for the PM Peak Hour
Existing PM Peak Hour Delay 1 2 3 4 5 6 7 8 Telegraph Ave./Broadway/15 St. Telegraph Ave. & 16 St. Telegraph Ave. & 17 St. Telegraph Ave. & 18 St. Telegraph Ave. & 19 St. Broadway & 19 St. Broadway & 17 St. Broadway & 16 St.
Study Intersection Name
Alternative C1 PM Peak Hour V/C 0.33 0.18 0.27 0.18 0.52 0.45 0.36 0.19 Delay 15.0 6.9 10.8 7.0 15.8 11.0 15.4 9.1 LOS B A B A B B B A V/C 0.44 0.31 0.26 0.18 0.52 0.45 0.36 0.35
LOS B A B A B B B A
14.1 9.8 12.8 5.4 15.8 11.0 15.3 9.9
ALTERNATIVE C2 FINDINGS
The primary purpose of this analysis was to determine the impact of realigning Telegraph Avenue to intersect Broadway at 15th Street, permitting a left turn from Telegraph Avenue to northbound Broadway, and converting 16th Street to a two-way street. The intersection of Telegraph/15th/Broadway was analyzed with a two-phase signal timing plan, allowing northbound and southbound traffic along Broadway to pass through the intersection, and then permitting eastbound traffic on Telegraph Avenue and westbound traffic on 15th Street to pass. The intersection was tested for sensitivity to changes in volumes for left turns from Telegraph Avenue to Broadway. Currently, this movement does not exist, so counts were not available. The intersection was found to continue to operate at LOS B with an eastbound left turn volume as high as 150 vehicles. Although the intersection can accommodate 150 vehicles while maintaining a LOS B, a more realistic volume of 10 eastbound left turns to northbound Broadway were assumed. These trips were taken from the southbound left turn at 17th Street and Telegraph Avenue and from the eastbound right turn at 17th Street and Broadway and were carried through the network.
Oakland, California
The intersection at 16th Street and Telegraph Avenue was tested for sensitivity to eastbound traffic. The existing pedestrian phase was replaced by a phase permitting pedestrian east/west pedestrian crossing during the eastbound movement. The signal was found to operate at LOS A for the eastbound 16th Street movement for up to 70 vehicles making a left turn and 70 vehicles making a right turn. Although the intersection can accommodate 70 vehicles while maintaining a LOS A, a more realistic volume of 20 vehicles for each eastbound movement at that intersection was assumed for the analysis. These trips were taken from the eastbound left and right turns at 17th Street and Telegraph and were carried through the network. As Exhibit 4 shows, none of the study intersections experience a change in level of service (LOS). The study intersections remain at LOS A or LOS B. These intersections are projected to meet the Citys LOS standard for Alternative C2 (Left In / Right Out, Left Out) during the AM peak hour.
Exhibit 4 Alternative C2 Intersection LOS and V/C Ratio Comparison for the AM Peak Hour
1 2 3 4 5 6 7 8
Alternative C2 AM Peak Hour V/C 0.24 0.17 0.32 0.23 0.34 0.22 0.39 0.12 Delay 15.4 7.4 12.0 10.9 10.6 8.8 15.1 13.5 LOS B A B B B A B B V/C 0.30 0.21 0.31 0.23 0.34 0.22 0.39 0.22
LOS B A B B B A B B
th
17.8 7.2 10.8 10.7 10.6 8.8 15.0 12.4
The intersection of Telegraph/15th/Broadway was analyzed for the PM peak hour with a two-phase timing plan like that of the AM peak hour. This intersection was tested again for sensitivity to eastbound left turns, a movement that currently does not exist. During the PM peak hour, the intersection was found to remain at LOS B for eastbound Telegraph Avenue for up to 220 left turns to northbound Broadway. The analysis reflects a realistic valued of 10 eastbound left turns at this intersection. These trips were taken from the eastbound left and right turns at 17 th Street and Telegraph and were carried through the network. The intersection at 16th Street and Telegraph Avenue was tested again for sensitivity to eastbound traffic, and the existing pedestrian phase was again converted to a joint eastbound traffic and east/west crossing phase. The intersection was found to operate at LOS A for the eastbound 16th Street movement for up to 80 left and 80 right turns. As in the AM analysis, the analysis reported reflects the realistic value of 20 vehicles for both left and right eastbound turns, and like the AM
Oakland, California
analysis, these trips were taken from the eastbound left and right turns at 17 th Street and Telegraph and were included along their respective paths through the network. The LOS and V/C ratios for the PM peak hour are shown in Exhibit 5. The study intersections operate at LOS A or LOS B during the PM peak hour, and no intersections experience a change in LOS. Therefore, these intersections are projected to meet the Citys LOS standard for Alternative C2 (Left In / Right Out, Left Out) during the PM peak hour.
Exhibit 5 Alternative C2 Intersection LOS and V/C Ratio Comparison for the PM Peak Hour
Alternative C2 PM Peak Hour V/C 0.33 0.18 0.27 0.18 0.52 0.45 0.36 0.19 Delay 14.9 6.9 10.8 7.0 15.8 10.9 15.5 9.2 LOS B A B A B B B A V/C 0.44 0.31 0.26 0.18 0.52 0.45 0.36 0.34
LOS B A B A B B B A
14.1 9.8 12.8 5.4 15.8 11.0 15.3 9.9
ALTERNATIVE D FINDINGS
The primary purpose of this analysis was to determine the impact of realigning Telegraph Avenue to intersect Broadway at 15th Street, limiting traffic along Telegraph Avenue between 15th and 16th Streets to southbound only, and converting 16th Street to a two-way street. The intersection of Telegraph/15th/Broadway was analyzed with a two-phase signal timing plan, allowing northbound and southbound traffic along Broadway to pass through the intersection, and then permitting eastbound right turns from Telegraph Avenue and westbound right turns from 15th Street to pass. The prohibition of northbound traffic along the segment of Telegraph Avenue between 15 th and 16th Streets required rerouting 165 vehicles previously making northbound left turns from Broadway and 66 westbound through vehicles at the intersection. These vehicles were carried north along Broadway, west on 19th Street and either north or south on Telegraph Avenue. Sixty of those vehicles would have made a northbound left from Telegraph Avenue to 16th Street, so they were routed south from 19th Street and turned right at 16th Street. The remaining rerouted vehicles continued north on Telegraph Avenue. The intersection at 16th Street and Telegraph Avenue was tested for sensitivity to eastbound traffic. The existing pedestrian phase was replaced by a phase permitting pedestrian east/west pedestrian crossing during the eastbound movement. The signal was found to operate at LOS A for the
eastbound 16th Street movement for up to 40 vehicles making a left turn and 40 vehicles making a right turn. Although the intersection can accommodate 40 vehicles while maintaining a LOS A, a more realistic volume of 20 vehicles for each eastbound movement at that intersection was assumed for the analysis. These trips were taken from the eastbound left and right turns at 17th Street and Telegraph and were carried through the network. As Exhibit 6 shows, none of the intersections experience a change in level of service (LOS). The study intersections remain at LOS A or LOS B. These intersections are projected to meet the Citys LOS standard for Alternative D (One-Way Southbound) during the AM peak hour.
Exhibit 6 Alternative D Intersection LOS and V/C Ratio Comparison for the AM Peak Hour
1 2 3 4 5 6 7 8
Alternative 1 AM Peak Hour V/C 0.24 0.17 0.32 0.23 0.34 0.22 0.39 0.12 Delay 15.1 7.7 12.3 10.6 12.1 10.3 16.4 14.8 LOS B A B B B B B B V/C 0.23 0.18 0.34 0.25 0.40 0.40 0.44 0.37
LOS B A B B B A B B
th
17.8 7.2 10.8 10.7 10.6 8.8 15.0 12.4
The intersection of Telegraph/15th/Broadway was analyzed for the PM peak hour with a two-phase timing plan like that of the AM peak hour. The prohibition of northbound traffic along the segment of Telegraph Avenue between 15th and 16th Streets required rerouting 224 vehicles previously making northbound left turns from Broadway and 146 westbound through vehicles at the intersection. These vehicles were carried north along Broadway, west on 19th Street and either north or south on Telegraph Avenue. Eighty of those vehicles would have made a northbound left from Telegraph Avenue to 16th Street, so they were routed south from 19th Street and turned right at 16th Street. The remaining rerouted vehicles continued north on Telegraph Avenue. The intersection at 16th Street and Telegraph Avenue was tested again for sensitivity to eastbound traffic, and the existing pedestrian phase was again converted to a joint eastbound traffic and east/west crossing phase. The intersection was found to operate at LOS A for the eastbound 16th Street movement for up to 40 left and 40 right turns. Although the intersection can accommodate 40 vehicles while maintaining a LOS A, a more realistic volume of 20 vehicles for each eastbound movement at that intersection was assumed for the analysis. These trips were taken from the eastbound left and right turns at 17th Street and Telegraph and were included along their respective paths through the network.
The LOS and V/C ratios for the PM peak hour are shown in Exhibit 7. Most intersections operate at LOS A or LOS B during the PM peak hour. The intersection at Broadway and 16th Street changes from LOS A to LOS B as a result of an approximate 5 second increase in delay for the northbound movement due to the increase in northbound volume along Broadway. The intersection at Broadway and 19th Street changes from LOS B to LOS C as a result of the rerouted traffic making a northbound left turn at this intersection. The northbound left volume increases from 24 to 394 vehicles due rerouted traffic; this is a conservative assumption given some vehicles will reroute to 20 th Street. The northbound movement is projected to experience approximately 60 seconds of delay during the PM peak hour, which increases the overall average delay of the intersection. However, these intersections are projected to meet the Citys LOS standard for Alternative D (One-Way Southbound) during the PM peak hour. The City could consider implementing a protected left-turn phasing at the intersection which would eliminate the conflict between through and opposite direction left-turning vehicles.
Exhibit 7 Alternative D Intersection LOS and V/C Ratio Comparison for the PM Peak Hour
Alternative 1 PM Peak Hour V/C 0.33 0.18 0.27 0.18 0.52 0.45 0.36 0.19 Delay 13.7 6.7 10.7 7.1 16.9 32.2 18.8 10.7 LOS B A B A B C B B V/C 0.33 0.23 0.30 0.20 0.59 0.77 0.41 0.52
LOS B A B A B B B A
14.1 9.8 12.8 5.4 15.8 11.0 15.3 9.9
TRAFFIC OPERATIONS ANALYSIS SUMMARY

This traffic analysis analyzed eight signalized intersections near Latham Square and compared existing conditions to three proposed reconfigurations. Alternative C1 evaluated the traffic operations analysis impact of realigning Telegraph Avenue to intersect Broadway at 15th Street as well as the impact of converting 16th Street to a two-way street. Alternative C2 evaluated the traffic operations of realigning Telegraph Avenue to intersect Broadway at 15th Street, permitting a left turn from Telegraph Avenue to Broadway, and converting 16th Street to a two-way street. Alternative D evaluated the traffic operations of realigning Telegraph Avenue to intersect Broadway at 15 th Street, limiting traffic along Telegraph Avenue between 15th and 16th Streets to southbound only, and converting 16th Street to a two-way street. Key findings from the traffic operations analysis were:
An overarching observation from the traffic operations analysis is there are several study intersections currently without protected left-turn phasing that could be converted to protected left-turn phasing. This would eliminate the conflict between through and opposite direction left-turn movements. Given the study intersections operate acceptably across each alternative considered in this memorandum and in the February 2013 memorandum, the additional intersection delay incurred due to the protected left-turn phasing is unlikely to increase delay such that an intersection no longer meets the Citys LOS standard. Alternative C1 (Left In / Right Out) resulted in no change of level-of-service at any study intersection during the AM and PM peak hours. The study intersections would continue to operate at LOS B or better in the AM and PM peak hours. Therefore, the study intersections meet City of Oakland LOS standards in the AM and PM peak hour with the Alternative C1 option. Alternative C2 (Left In / Right Out, Left Out) resulted in no change of level-of-service at any study intersection during the AM and PM peak hours. The study intersections would continue to operate at LOS B or better in the AM and PM peak hours. Therefore, the study intersections meet City of Oakland LOS standards in the AM and PM peak hour with the Alternative C2 option. Alternative D (One-Way Southbound) resulted in a change in LOS at two locations during the PM peak hour: from LOS A to LOS B at Broadway & 16th Street and from LOS B to LOS C at Broadway and 19th Street. The other locations during the PM peak hour and study intersections during the AM peak hour remained at the same LOS found under existing conditions. These LOS results meet the Citys LOS standards. Alternative E (Closure of Telegraph Avenue between 16th Street and Broadway) resulted in a change of level-of-service at the Broadway/19th Street intersection during the AM peak hour from LOS A to LOS B and during the PM peak hour from LOS B to LOS C (this finding was documented in the February 2013 memorandum prepared by KAI for the City). The other study intersections are estimated to continue to operate at LOS B or better in the AM and PM peak hours. This alternative also eliminates the most vehicle-vehicle and pedestrian-vehicle conflicts compared to the other alternatives.
The Synchro output sheets for the three alternatives are attached in Appendix A.
TRUCK TURNING ANALYSIS

KAI conducted truck turning analysis using AutoCAD AutoTURN software to evaluate the feasibility of large vehicles being able to navigate the alternative design options. The AutoTURN analysis considered alternatives A, B, C and D currently under consideration by the City. A WB-67 truck was used as the primary design vehicle for each movement. If it was not possible for a WB-67 truck to navigate a movement within one of the alternatives, KAI determined the largest design vehicle that
could navigate that movement. The hierarchy of design vehicles used for this analysis is listed below from largest to smallest vehicle. WB-67 Truck WB-50 Truck City Bus Single Unit Truck Passenger Car
A summary of the turning analysis findings is below. Alternative A A WB-50 truck can be accommodated for the southbound through movement along Broadway and the right-turn movement from Telegraph Avenue onto Broadway. A city bus can be accommodated for the left-turn movement from Broadway onto Telegraph Avenue as well as the northbound through movement from 15th Street onto Telegraph Avenue. See figures A1, A2, and A3 in Appendix B for the AutoTURN illustrations. Alternative B A WB-50 truck can be accommodated for the right-turn movement from Telegraph Avenue onto Broadway. A city bus can be accommodated for the left-turn movement from Telegraph Avenue onto Broadway. The largest design vehicle able to turn-right from Broadway onto Telegraph Avenue is a passenger car. A city bus can be accommodated for the through movement from 15th Street onto Telegraph Avenue. See figures B1 through B4 in Appendix B for the AutoTURN illustrations. Alternative C A WB-50 truck can be accommodated for the right-turn movement from Telegraph Avenue onto Broadway. A single unit truck can be accommodated for the leftturn movement from Telegraph Avenue onto Broadway. Similarly, a single unit truck can be accommodated for the left-turn movement from Broadway onto Telegraph Avenue. A city bus can be accommodated for the through movement from 15 th Street onto Telegraph Avenue. See figures C1 through C4 in Appendix B for the AutoTURN illustrations. Alternative D A WB-50 truck can be accommodated for the right-turn movement from Telegraph Avenue onto Broadway. See Figure D1 in Appendix B for the AutoTURN illustration.
GEOMETRY REVIEW
KAI reviewed the basic geometric characteristics of the design concepts provided by the City for each alternative. The purpose of the review comments are to highlight opportunities for the City to modify the concepts to improve operations and/or safety (i.e., reduce crossing distances, reduce conflicts) with each alternative. This review should not be considered comprehensive given the conceptual
nature of the current design concepts. Below is a summary of findings from reviewing the design concepts. General comments applicable to each alternative: o Add a notation to the figures to indicate the intersection is controlled by a traffic signal. o Add stop bars in advance of the crosswalks. Alternative A observations and suggestions: o Clarify whether or not on-street parking is permitted on Broadway. Alternative B observations and suggestions: o On-street parking on Telegraph Avenue must be removed to serve the city bus turning movements. o Maintain the pedestrian refuge island on Broadway (a shorter version than the existing island) to provide for a two-stage crossing for pedestrians. o Tighten (i.e., reduce) the radius of the curb in the northwest quadrant of the intersection to slow vehicle speeds and reduce the pedestrian crossing distance. o Add lane extension lines to guide left turning-vehicles from Telegraph Avenue onto Broadway. o Clarify whether or not on-street parking is permitted on Broadway. Alternative C observations and suggestions: o Due to skewed angle that Telegraph Avenue intersects Broadway, operate southbound right-turn movement as no right-turn on red. o Tighten (i.e., reduce) the radius of the curb in the northwest quadrant of the intersection to slow vehicle speeds and reduce the pedestrian crossing distance. o Shorten the length of the median on the eastbound Broadway approach to avoid inhibiting vehicles turning left onto Telegraph Avenue. o Narrow the northbound approach (15th Street) to one lane. As shown, vehicle paths of through and right-turn movement will overlap creating vehicle-vehicle conflicts and degrading operations. A narrower street cross-section will also reduce the crossing distance for pedestrians. Alternative D observations and suggestions: o Due to skewed angle that Telegraph Avenue intersects Broadway, operate southbound right-turn movement as no right-turn on red. o The geometry of the northbound double right-turn is too tight (i.e., too small of radius) to operate as a double right-turn. Drivers will likely use it as a single rightKittelson & Associates, Inc. Oakland, California
turn lane (i.e., drivers will not turn right simultaneously and instead will be staggered). As a result, narrow the approach to a single right-turn lane. This will also reduce the crossing distance for pedestrians. o Consider a northbound only alternative for Telegraph Avenue. This would eliminate traffic entering the intersection simplifying and improving operations. Alternative E observations and suggestions: o Provide a painted buffer to facilitate and physically separate opposite direction vehicles navigating the turn at the southern end of Telegraph Avenue. o The geometry of the northbound double right-turn is too tight (i.e., too small of radius) to operate as a double right-turn. Drivers will likely use it as a single rightturn lane (i.e., drivers will not turn right simultaneously and instead will be staggered). As a result, narrow the approach to a single right-turn lane. This will also reduce the crossing distance for pedestrians. Appendix C contains mark-ups highlighting and illustrating the considerations above for each alternative. KAI suggests additional peer reviews of the geometry occur as the design concepts progress further in their development to help identify continued opportunities to reduce the likelihood of conflicts between the different road users that will be using the intersection.
SUMMARY
The traffic operations analysis indicates Alternative C1, C2, D, and E each result in acceptable LOS at the study intersections. The AutoTURN analysis indicates the largest design vehicle that can be accommodated is a WB-50 truck for the through movements on Broadway and the right-turn movement from Telegraph Avenue onto Broadway. The other right-turn and left-turn movements onto and from Telegraph Avenue and Broadway as well as the through movement from 15 th Street to Telegraph Avenue do not appear feasible for WB 67 trucks or WB 50 trucks. These movements appear feasible for smaller design vehicles such as city buses, single unit trucks or passenger cars. Among the altneratives, Alternative E provides the most space for pedestrians, results in acceptable traffic operations at the surrounding study intersections, and has the fewest vehicle-vehicle and vehiclepedestrian conflict points while providing pedestrian access to each quadrant of the current Telegraph Avenue/Broadway intersection. Based on the traffic operations analysis, the surrounding downtown roadway network provides sufficient alternative routes and capacity on those routes to maintain acceptable traffic operations to support the closer of Telegraph Avenue from 16th Street to Broadway.
Oakland, California
Appendix A Traffic Operations Analysis Output Sheets
HCM Signalized Intersection Capacity Analysis 1: Telegraph Ave &
8/28/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Heavy Vehicles (%) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 0 1900
EBT 0 1900
EBR 245 1900 4.0 1.00 0.90 1.00 0.86 1.00 1450 1.00 1450 0.92 266 213 53 60 2% custom 4 12.0 12.0 0.20 4.0 3.0 290 0.04 0.18 19.9 1.00 0.3 20.2 C
WBL 2 1900
WBT 66 1900 4.0 1.00 1.00 1.00 1.00 1.00 1861 1.00 1861 0.92 72 0 74
WBR
NBL 165 1900
NBT 259 1900 4.0 0.95 1.00 0.97 1.00 0.98 3189 0.72 2342 0.93 278 0 457 12% 2
NBR 0 1900
SBL 1 1900
SBT 300 1900 6.0 0.95 1.00 1.00 1.00 1.00 3282 0.95 3132 0.93 323 0 324 10% 6
SBR 0 1900
0.92 0 0 0 2%
0.92 0 0 0 2%
0.93 2 0 0 0% Perm 8
42 1900 4.0 1.00 1.00 1.00 0.85 1.00 1553 1.00 1553 0.93 45 36 9 60 2% 4% custom 8 4 12.0 12.0 0.20 4.0 3.0 311 0.01 0.03 19.3 1.00 0.0 19.3 B
0.92 179 0 0 60 2% Perm 2
0.93 0 0 0 2%
0.93 1 0 0 2% Perm 6
0.92 0 0 0 2%
12.0 12.0 0.20 4.0 3.0 372 0.04 0.20 20.0 1.00 0.3 20.3 C 19.9 B
40.0 40.0 0.67 4.0 3.0 1561 c0.20 0.29 4.1 1.00 0.1 4.2 A 4.2 A B 8.0 A
38.0 38.0 0.63 6.0 2.0 1984 0.10 0.16 4.5 3.92 0.2 17.8 B 17.8 B
20.2 C 13.3 0.27 60.0 51.7% 15
HCM Level of Service Sum of lost time (s) ICU Level of Service
Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez
Synchro 7 - Report Page 1
HCM Signalized Intersection Capacity Analysis 2: 16th Street & Telegraph Ave
8/28/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 20 1900 4.0 1.00 1.00 1.00 0.93 0.98 1695 0.98 1695 0.91 22 16 28
EBR 20 1900
NBL 60 1900
NBT 177 1900 3.5 1.00 1.00 0.96 1.00 0.99 1725 0.87 1526 0.91 195 0 261
SBT 246 1900 3.5 1.00 1.00 1.00 1.00 1.00 1845 1.00 1845 0.91 270 0 270
SBR 110 1900 3.5 1.00 0.75 1.00 0.85 1.00 1161 1.00 1161 0.91 121 43 78 60 19 4% Perm 1 51.5 51.5 0.64 3.5 747 0.07 0.10 5.4 1.00 0.3 5.7 A
0.91 22 0 0
0.91 66 0 0 60 7% Perm 1
2% 4 21.0 21.0 0.26 4.0 445 c0.02 0.06 22.1 1.00 0.3 22.4 C 22.4 C
2%
4% 1 51.5 51.5 0.64 3.5 982 c0.17 0.27 6.1 1.00 0.7 6.8 A 6.8 A
3% 1 51.5 51.5 0.64 3.5 1188 0.15 0.23 5.9 1.00 0.4 6.4 A 6.2 A
7.4 0.21 80.0 38.9% 15
A 7.5 A
8/28/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 51 1900
EBT 540 1900 5.5 0.91 0.99 1.00 0.98 1.00 4926 1.00 4926 0.92 587 28 699
EBR 78 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 199 1900 4.5 0.95 1.00 1.00 1.00 1.00 3530 1.00 3530 0.92 216 1 217
NBR 2 1900
SBL 60 1900
SBT 272 1900 4.5 0.95 1.00 0.98 1.00 0.99 3450 0.86 3002 0.92 296 0 361
SBR 0 1900
0.92 55 0 0 75 Perm
0.92 85 0 0 67 8
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0 1
0.92 0 0 0
0.92 2 0 0 152 1
0.92 65 0 0 152 Perm
0.92 0 0 0 21
2 2 28.0 28.0 0.47 5.5 2299 0.14 0.30 9.9 1.00 0.3 10.3 B 10.3 B 12.0 0.31 60.0 63.0% 15
1 1 22.0 22.0 0.37 4.5 1294 0.06 0.17 12.8 1.00 0.3 13.1 B 13.1 B B 10.0 B
1 22.0 22.0 0.37 4.5 1101 c0.12 0.33 13.7 1.02 0.8 14.8 B 14.8 B
0.0 A HCM Level of Service Sum of lost time (s) ICU Level of Service
8/28/2013
EBL 145 1900 3.5 1.00 0.98 1.00 0.95 0.97 1679 0.97 1679 0.92 158 34 212
EBR 81 1900
NBL 0 1900
NBT 251 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 273 0 273
SBT 250 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 272 0 272
SBR 0 1900
0.92 88 0 0 55 1
0.92 0 0 0
0.92 0 0 0
2 19.5 19.5 0.32 3.5 546 c0.13 0.39 15.6 1.00 2.1 17.7 B 17.7 B 10.9 0.23 60.0 29.9% 15
1 34.0 34.0 0.57 3.0 2005 c0.08 0.14 6.1 1.49 0.1 9.2 A 9.2 A
1 34.0 34.0 0.57 3.0 2005 0.08 0.14 6.1 1.00 0.1 6.2 A 6.2 A B 6.5 A
8/28/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 21 1900
WBT 85 1900 4.5 0.95 1.00 0.99 0.95 0.99 3315 0.99 3315 0.92 92 42 127
WBR 50 1900
NBL 132 1900
NBT 263 1900 6.0 0.95 1.00 0.98 1.00 0.98 3424 0.75 2601 0.92 286 0 429
NBR 0 1900
SBL 0 1900
SBT 229 1900 6.0 0.95 0.98 1.00 0.97 1.00 3365 1.00 3365 0.92 249 26 284
SBR 56 1900
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0
0.92 23 0 0 55 Perm
0.92 54 0 0 1
0.92 143 0 0 69 Perm
0.92 0 0 0
0.92 0 0 0
0.92 61 0 0 69 34
4 4 10.0 10.0 0.23 4.5 2.0 757 0.04 0.17 13.6 1.00 0.0 13.6 B 13.6 B 10.6 0.34 43.8 39.3% 15 HCM Level of Service Sum of lost time (s) ICU Level of Service 2
2 16.5 16.5 0.38 6.0 2.0 980 c0.16 0.44 10.2 1.00 0.1 10.3 B 10.3 B B 17.3 A
2 16.5 16.5 0.38 6.0 2.0 1268 0.08 0.22 9.3 1.00 0.0 9.3 A 9.3 A
0.0 A
HCM Signalized Intersection Capacity Analysis 6: 19th Street & Broadway
8/28/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 24 1900
WBT 127 1900 4.0 0.95 0.99 1.00 0.97 0.99 3309 0.99 3309 0.91 140 23 183
WBR 36 1900
NBL 12 1900
NBT 294 1900 5.0 0.95 1.00 1.00 1.00 1.00 3109 0.94 2915 0.91 323 0 336
NBR 0 1900
SBL 1 1900
SBT 348 1900 5.0 0.95 0.99 1.00 0.99 1.00 3135 0.95 2993 0.91 382 12 407
SBR 33 1900
0.91 0 0 0 39 2%
0.91 0 0 0
2%
0.91 0 0 0 55 1 2%
0.91 26 0 0 55 4% Perm 8
5% 8
0.91 40 0 0 39 1 0%
0.91 13 0 0 69 8% Perm 2
16% 2
0.91 0 0 0 171 2 2%
0.91 1 0 0 171 2% Perm 2
13% 2 26.0 26.0 0.43 5.0 2.0 1297 c0.14 0.31 11.1 1.00 0.6 11.8 B 11.8 B
0.91 36 0 0 69 34 9%
25.0 25.0 0.42 4.0 2.0 1379 0.06 0.13 10.8 1.00 0.2 11.0 B 11.0 B 8.9 0.22 60.0 45.2% 15 HCM Level of Service Sum of lost time (s) ICU Level of Service
26.0 26.0 0.43 5.0 2.0 1263 0.12 0.27 10.9 0.31 0.5 3.9 A 3.9 A A 9.0 A
0.0 A
8/28/2013
EBL 53 1900 4.0 1.00 1.00 0.98 1.00 0.95 1693 0.95 1693 0.92 58 0 58 34 4% Perm 4 25.0 25.0 0.42 4.0 2.0 705 0.03 0.08 10.6 1.00 0.2 10.8 B
EBT 586 1900 4.0 0.95 1.00 1.00 1.00 1.00 3538 1.00 3538 0.92 637 4 652
EBR 17 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 241 1900 5.0 0.95 0.97 1.00 0.97 1.00 2903 1.00 2903 0.92 262 28 287
NBR 49 1900
SBL 73 1900
SBT 277 1900 5.0 0.95 1.00 0.98 1.00 0.99 3076 0.82 2554 0.92 301 0 380
SBR 0 1900
1% 4 25.0 25.0 0.42 4.0 2.0 1474 c0.18 0.44 12.5 1.10 0.9 14.7 B 14.4 B
0.92 18 0 0 58 8 18%
0.92 0 0 0 58 2%
0.92 0 0 0
2%
0.92 0 0 0 34 1 2%
0.92 0 0 0 70 2%
20% 2
0.92 53 0 0 152 1 4%
0.92 79 0 0 152 3% Perm 6
16% 6 26.0 26.0 0.43 5.0 2.0 1107 c0.15 0.34 11.3 0.50 0.8 6.5 A 6.5 A
0.92 0 0 0 70 21 2%
26.0 26.0 0.43 5.0 2.0 1258 0.10 0.23 10.7 2.38 0.4 25.9 C 25.9 C B 9.0 B
0.0 A 14.8 0.39 60.0 57.5% 15 HCM Level of Service Sum of lost time (s) ICU Level of Service
HCM Signalized Intersection Capacity Analysis 8: Ped Xing & Broadway
8/28/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Heavy Vehicles (%) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS Intersection Summary HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) Intersection Capacity Utilization Analysis Period (min) c Critical Lane Group
WBL 0 1900
WBR 0 1900
NBT 305 1900 5.0 0.95 1.00 1.00 3085 1.00 3085 0.95 321 0 321 17% 2 30.0 30.0 0.50 5.0 2.0 1543 0.10 0.21 8.4 1.40 0.3 12.0 B 12.0 B 12.9 0.21 60.0 12.6% 15
NBR 0 1900
SBL 0 1900
SBT 303 1900 5.0 0.95 1.00 1.00 3059 1.00 3059 0.95 319 0 319 18% 2 30.0 30.0 0.50 5.0 2.0 1530 c0.10 0.21 8.4 1.61 0.3 13.8 B 13.8 B
0.95 0 0 0 2%
0.95 0 0 0 2%
0.95 0 0 0 2%
0.95 0 0 0 2%
0.0 A
B 30.0 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 255 1900 4.0 1.00 0.94 1.00 0.86 1.00 1521 1.00 1521 0.92 277 138 139 60 2% custom 4 24.0 24.0 0.40 4.0 2.0 608 c0.09 0.23 11.9 1.00 0.1 12.0 B
WBL 0 1900
WBT 146 1900 4.0 1.00 1.00 1.00 1.00 1.00 1863 1.00 1863 0.92 159 0 159
WBR
NBL 224 1900
NBT 322 1900 6.0 0.95 1.00 0.97 1.00 0.98 3267 0.65 2169 0.90 358 0 601 8% 2
NBR 0 1900
SBL 0 1900
SBT 465 1900 6.0 0.95 1.00 1.00 1.00 1.00 3312 1.00 3312 0.90 517 0 517 9% 6 26.0 26.0 0.43 6.0 2.0 1435 0.16 0.36 11.4 1.36 0.7 16.2 B 16.2 B
SBR 0 1900
0.92 0 0 0 2%
0.92 0 0 0 2%
0.90 0 0 0 2%
55 1900 4.0 1.00 1.00 1.00 0.85 1.00 1615 1.00 1615 0.90 61 37 24 60 2% 0% custom 8 4 24.0 24.0 0.40 4.0 2.0 646 0.02 0.04 11.0 1.00 0.0 11.0 B
0.92 243 0 0 60 2% Perm 2
0.90 0 0 0 2%
0.90 0 0 0 2%
0.92 0 0 0 2%
24.0 24.0 0.40 4.0 3.0 745 0.09 0.21 11.8 1.00 0.1 12.0 B 11.7 B
26.0 26.0 0.43 6.0 2.0 940 c0.28 0.64 13.3 1.00 3.3 16.7 B 16.7 B B 10.0 A
12.0 B 15.0 0.44 60.0 54.2% 15
Existing PM + C no Left 5:00 pm 2/6/2013 Amy Lopez
8/28/2013
EBL 20 1900 4.0 1.00 1.00 1.00 0.93 0.98 1695 0.98 1695 0.91 22 17 27
EBR 20 1900
NBL 80 1900
NBT 292 1900 3.5 1.00 1.00 0.93 1.00 0.99 1731 0.88 1537 0.91 321 0 409
SBT 253 1900 3.5 1.00 1.00 1.00 1.00 1.00 1863 1.00 1863 0.91 278 0 278
SBR 116 1900 3.5 1.00 0.48 1.00 0.85 1.00 770 1.00 770 0.91 127 40 87 138 12 1% Perm 1 54.5 54.5 0.68 3.5 525 0.11 0.16 4.6 1.00 0.7 5.3 A
0.91 22 0 0
0.91 88 0 0 138 1% Perm 1
2% 4 18.0 18.0 0.22 4.0 381 c0.02 0.07 24.4 1.00 0.4 24.8 C 24.8 C
2%
1% 1 54.5 54.5 0.68 3.5 1047 c0.27 0.39 5.5 1.00 1.1 6.6 A 6.6 A
2% 1 54.5 54.5 0.68 3.5 1269 0.15 0.22 4.8 1.00 0.4 5.2 A 5.2 A
6.9 0.31 80.0 46.4% 15
A 7.5 A
8/28/2013
EBL 55 1900
EBT 346 1900 5.5 0.91 0.99 0.99 0.98 0.99 4881 0.99 4881 0.92 376 31 468
EBR 58 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 283 1900 4.5 0.95 1.00 1.00 1.00 1.00 3525 1.00 3525 0.92 308 2 310
NBR 4 1900
SBL 73 1900
SBT 252 1900 4.5 0.95 1.00 0.98 1.00 0.99 3425 0.82 2840 0.92 274 0 353
SBR 0 1900
0.92 60 0 0 75 Perm
0.92 63 0 0 67 12
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0 1
0.92 0 0 0
0.92 4 0 0 181 24
0.92 79 0 0 181 Perm
0.92 0 0 0 7
2 2 23.0 23.0 0.38 5.5 1871 0.10 0.25 12.6 1.00 0.3 12.9 B 12.9 B 10.8 0.26 60.0 58.7% 15
1 1 27.0 27.0 0.45 4.5 1586 0.09 0.20 10.0 1.00 0.3 10.2 B 10.2 B B 10.0 B
1 27.0 27.0 0.45 4.5 1278 c0.12 0.28 10.4 0.76 0.5 8.4 A 8.4 A
8/28/2013
EBL 77 1900 3.5 1.00 0.97 1.00 0.96 0.97 1679 0.97 1679 0.92 84 22 95
EBR 30 1900
NBL 0 1900
NBT 349 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 379 0 379
SBT 309 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 336 0 336
SBR 0 1900
0.92 33 0 0 101 1
0.92 0 0 0
0.92 0 0 0
2 19.5 19.5 0.32 3.5 546 c0.06 0.17 14.5 1.00 0.7 15.2 B 15.2 B 7.0 0.18 60.0 32.6% 15
1 34.0 34.0 0.57 3.0 2005 c0.11 0.19 6.3 0.77 0.2 5.1 A 5.1 A
1 34.0 34.0 0.57 3.0 2005 0.09 0.17 6.2 1.00 0.2 6.4 A 6.4 A A 6.5 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 20 1900
WBT 341 1900 4.5 0.95 0.99 1.00 0.96 1.00 3358 1.00 3358 0.92 371 40 499
WBR 134 1900
NBL 90 1900
NBT 332 1900 6.0 0.95 1.00 0.98 1.00 0.99 3422 0.78 2708 0.92 361 0 459
NBR 0 1900
SBL 0 1900
SBT 288 1900 6.0 0.95 0.97 1.00 0.98 1.00 3375 1.00 3375 0.92 313 17 346
SBR 46 1900
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0
0.92 22 0 0 101 Perm
0.92 146 0 0 10
0.92 98 0 0 128 Perm
0.92 0 0 0
0.92 0 0 0
0.92 50 0 0 128 12
2 16.9 16.9 0.31 6.0 2.0 831 c0.17 0.55 15.9 1.00 0.5 16.4 B 16.4 B B 21.5 A
2 16.9 16.9 0.31 6.0 2.0 1035 0.10 0.33 14.8 1.00 0.1 14.8 B 14.8 B
0.0 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 62 1900
WBT 449 1900 4.0 0.95 0.99 0.99 0.97 1.00 3381 1.00 3381 0.89 504 32 670
WBR 113 1900
NBL 24 1900
NBT 386 1900 5.0 0.95 1.00 1.00 1.00 1.00 3248 0.90 2940 0.89 434 0 461
NBR 0 1900
SBL 0 1900
SBT 495 1900 5.0 0.95 0.99 1.00 0.99 1.00 3269 1.00 3269 0.89 556 14 602
SBR 53 1900
0.89 0 0 0 75 2%
0.89 0 0 0
2%
0.89 0 0 0 101 1 2%
0.89 70 0 0 101 2% Perm 8
1% 8
0.89 127 0 0 75 12 2%
0.89 27 0 0 128 2% Perm 2
11% 2 26.0 26.0 0.43 5.0 2.0 1274 0.16 0.36 11.4 0.30 0.8 4.2 A 4.2 A
0.89 0 0 0 187 28 2%
0.89 0 0 0 187 0%
8% 2 26.0 26.0 0.43 5.0 2.0 1417 c0.18 0.43 11.8 1.00 0.9 12.7 B 12.7 B
0.89 60 0 0 128 12 0%
0.0 A
B 9.0 B
8/28/2013
EBL 116 1900 4.0 1.00 1.00 0.95 1.00 0.95 1674 0.95 1674 0.93 125 0 125 75 2% Perm 4 25.0 25.0 0.42 4.0 2.0 698 0.07 0.18 11.0 1.22 0.6 14.0 B
EBT 297 1900 4.0 0.95 0.99 1.00 0.99 1.00 3537 1.00 3537 0.93 319 12 337
EBR 28 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 320 1900 5.0 0.95 0.96 1.00 0.97 1.00 3029 1.00 3029 0.93 344 28 385
NBR 64 1900
SBL 83 1900
SBT 437 1900 5.0 0.95 1.00 0.98 1.00 0.99 3230 0.82 2663 0.93 470 0 559
SBR 0 1900
0% 4 25.0 25.0 0.42 4.0 2.0 1474 c0.10 0.23 11.3 1.24 0.4 14.4 B 14.3 B
0.93 30 0 0 67 12 2%
0.93 0 0 0 67 2%
0.93 0 0 0
2%
0.93 0 0 0 75 1 2%
0.93 0 0 0 98 2%
13% 2
0.93 69 0 0 181 24 5%
0.93 89 0 0 181 2% Perm 6
10% 6 26.0 26.0 0.43 5.0 2.0 1154 c0.21 0.48 12.2 0.39 1.3 6.1 A 6.1 A
0.93 0 0 0 98 7 2%
26.0 26.0 0.43 5.0 2.0 1313 0.13 0.29 11.0 2.60 0.6 29.3 C 29.3 C B 9.0 B
8/28/2013
WBL 0 1900
WBR 0 1900
NBT 374 1900 5.0 0.95 1.00 1.00 3223 1.00 3223 0.89 420 0 420 12% 2
NBR 0 1900
SBL 1 1900
SBT 490 1900 5.0 0.95 1.00 1.00 3312 0.95 3162 0.89 551 0 552 9% 2
0.89 0 0 0 2%
0.89 0 0 0 2%
0.89 0 0 0 2%
0.89 1 0 0 2% Perm 2
30.0 30.0 0.50 5.0 2.0 1612 0.13 0.26 8.6 0.42 0.3 3.9 A 3.9 A 9.1 0.35 60.0 18.4% 15
30.0 30.0 0.50 5.0 2.0 1581 c0.17 0.35 9.1 1.38 0.6 13.1 B 13.1 B HCM Level of Service Sum of lost time (s) ICU Level of Service A 30.0 A
0.0 A
8/28/2013
EBL 10 1900
EBT 0 1900 4.0 1.00 0.92 1.00 0.87 1.00 1497 0.99 1485 0.92 0 195 82 2% 4
EBR 245 1900
WBL 0 1900
WBT 66 1900 4.0 1.00 1.00 1.00 1.00 1.00 1863 1.00 1863 0.92 72 0 72
WBR
NBL 165 1900
NBT 259 1900 6.0 0.95 1.00 0.97 1.00 0.98 3188 0.71 2317 0.93 278 0 457 12% 2
NBR 0 1900
SBL 0 1900
SBT 290 1900 6.0 0.95 1.00 1.00 1.00 1.00 3282 1.00 3282 0.93 312 0 312 10% 6 34.0 34.0 0.57 6.0 2.0 1860 0.10 0.17 6.2 3.92 0.2 24.6 C 24.6 C
SBR 0 1900
0.92 11 0 0 2% Perm 4
0.92 266 0 0 60 2%
0.93 0 0 0 0%
42 1900 4.0 1.00 1.00 1.00 0.85 1.00 1553 1.00 1553 0.93 45 33 12 60 2% 4% custom 8 4 16.0 16.0 0.27 4.0 3.0 414 0.01 0.03 16.3 1.00 0.0 16.3 B
0.92 179 0 0 60 2% Perm 2
0.93 0 0 0 2%
0.93 0 0 0 2%
0.92 0 0 0 2%
16.0 16.0 0.27 4.0 3.0 396 c0.06 0.21 17.1 1.00 0.3 17.3 B 17.3 B 15.4 0.30 60.0 60.0% 15
16.0 16.0 0.27 4.0 3.0 497 0.04 0.14 16.8 1.00 0.1 16.9 B 16.7 B
34.0 34.0 0.57 6.0 3.0 1313 c0.20 0.35 7.0 1.00 0.7 7.7 A 7.7 A B 10.0 B
Existing AM + C with Left 7:00 am 2/6/2013 Amy Lopez
8/28/2013
EBL 20 1900 4.0 1.00 1.00 1.00 0.93 0.98 1695 0.98 1695 0.91 22 16 28
EBR 20 1900
NBL 60 1900
NBT 177 1900 3.5 1.00 1.00 0.96 1.00 0.99 1727 0.87 1523 0.91 195 0 261
SBT 256 1900 3.5 1.00 1.00 1.00 1.00 1.00 1845 1.00 1845 0.91 281 0 281
SBR 110 1900 3.5 1.00 0.75 1.00 0.85 1.00 1161 1.00 1161 0.91 121 43 78 60 19 4% Perm 1 51.5 51.5 0.64 3.5 747 0.07 0.10 5.4 1.00 0.3 5.7 A
0.91 22 0 0
0.91 66 0 0 60 7% Perm 1
2% 4 21.0 21.0 0.26 4.0 445 c0.02 0.06 22.1 1.00 0.3 22.4 C 22.4 C
2%
4% 1 51.5 51.5 0.64 3.5 980 c0.17 0.27 6.1 1.00 0.7 6.8 A 6.8 A
3% 1 51.5 51.5 0.64 3.5 1188 0.15 0.24 6.0 1.00 0.5 6.5 A 6.2 A
7.4 0.21 80.0 39.4% 15
A 7.5 A
8/28/2013
EBL 51 1900
EBT 540 1900 5.5 0.91 0.99 1.00 0.98 1.00 4926 1.00 4926 0.92 587 28 699
EBR 78 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 199 1900 4.5 0.95 1.00 1.00 1.00 1.00 3530 1.00 3530 0.92 216 1 217
NBR 2 1900
SBL 50 1900
SBT 282 1900 4.5 0.95 1.00 0.99 1.00 0.99 3465 0.88 3074 0.92 307 0 361
SBR 0 1900
0.92 55 0 0 75 Perm
0.92 85 0 0 67 8
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0 1
0.92 0 0 0
0.92 2 0 0 152 1
0.92 54 0 0 152 Perm
0.92 0 0 0 21
2 2 28.0 28.0 0.47 5.5 2299 0.14 0.30 9.9 1.00 0.3 10.3 B 10.3 B 12.0 0.31 60.0 63.0% 15
1 1 22.0 22.0 0.37 4.5 1294 0.06 0.17 12.8 1.00 0.3 13.1 B 13.1 B B 10.0 B
1 22.0 22.0 0.37 4.5 1127 c0.12 0.32 13.6 1.02 0.7 14.7 B 14.7 B
8/28/2013
EBL 145 1900 3.5 1.00 0.98 1.00 0.95 0.97 1679 0.97 1679 0.92 158 34 212
EBR 81 1900
NBL 0 1900
NBT 251 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 273 0 273
SBT 250 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 272 0 272
SBR 0 1900
0.92 88 0 0 55 1
0.92 0 0 0
0.92 0 0 0
2 19.5 19.5 0.32 3.5 546 c0.13 0.39 15.6 1.00 2.1 17.7 B 17.7 B 10.9 0.23 60.0 29.9% 15
1 34.0 34.0 0.57 3.0 2005 c0.08 0.14 6.1 1.49 0.1 9.2 A 9.2 A
1 34.0 34.0 0.57 3.0 2005 0.08 0.14 6.1 1.00 0.1 6.2 A 6.2 A B 6.5 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 21 1900
WBT 85 1900 4.5 0.95 1.00 0.99 0.95 0.99 3315 0.99 3315 0.92 92 42 127
WBR 50 1900
NBL 132 1900
NBT 263 1900 6.0 0.95 1.00 0.98 1.00 0.98 3424 0.75 2601 0.92 286 0 429
NBR 0 1900
SBL 0 1900
SBT 229 1900 6.0 0.95 0.98 1.00 0.97 1.00 3365 1.00 3365 0.92 249 26 284
SBR 56 1900
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0
0.92 23 0 0 55 Perm
0.92 54 0 0 1
0.92 143 0 0 69 Perm
0.92 0 0 0
0.92 0 0 0
0.92 61 0 0 69 34
2 16.5 16.5 0.38 6.0 2.0 980 c0.16 0.44 10.2 1.00 0.1 10.3 B 10.3 B B 17.3 A
2 16.5 16.5 0.38 6.0 2.0 1268 0.08 0.22 9.3 1.00 0.0 9.3 A 9.3 A
0.0 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 24 1900
WBT 127 1900 4.0 0.95 0.99 1.00 0.97 0.99 3309 0.99 3309 0.91 140 23 183
WBR 36 1900
NBL 12 1900
NBT 304 1900 5.0 0.95 1.00 1.00 1.00 1.00 3110 0.94 2917 0.91 334 0 347
NBR 0 1900
SBL 1 1900
SBT 348 1900 5.0 0.95 0.99 1.00 0.99 1.00 3135 0.95 2993 0.91 382 12 407
SBR 33 1900
0.91 0 0 0 39 2%
0.91 0 0 0
2%
0.91 0 0 0 55 1 2%
0.91 26 0 0 55 4% Perm 8
5% 8
0.91 40 0 0 39 1 0%
0.91 13 0 0 69 8% Perm 2
16% 2
0.91 0 0 0 171 2 2%
0.91 1 0 0 171 2% Perm 2
13% 2 26.0 26.0 0.43 5.0 2.0 1297 c0.14 0.31 11.1 1.00 0.6 11.8 B 11.8 B
0.91 36 0 0 69 34 9%
26.0 26.0 0.43 5.0 2.0 1264 0.12 0.27 10.9 0.30 0.5 3.8 A 3.8 A A 9.0 A
0.0 A
8/28/2013
EBL 53 1900 4.0 1.00 1.00 0.98 1.00 0.95 1693 0.95 1693 0.92 58 0 58 34 4% Perm 4 25.0 25.0 0.42 4.0 2.0 705 0.03 0.08 10.6 1.02 0.2 11.0 B
EBT 586 1900 4.0 0.95 1.00 1.00 1.00 1.00 3558 1.00 3558 0.92 637 1 644
EBR 7 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 251 1900 5.0 0.95 0.97 1.00 0.98 1.00 2907 1.00 2907 0.92 273 27 299
NBR 49 1900
SBL 73 1900
SBT 277 1900 5.0 0.95 1.00 0.98 1.00 0.99 3077 0.82 2546 0.92 301 0 380
SBR 0 1900
1% 4 25.0 25.0 0.42 4.0 2.0 1483 c0.18 0.43 12.5 1.11 0.9 14.8 B 14.5 B
0.92 8 0 0 58 8 18%
0.92 0 0 0 58 2%
0.92 0 0 0
2%
0.92 0 0 0 34 1 2%
0.92 0 0 0 70 2%
20% 2
0.92 53 0 0 152 1 4%
0.92 79 0 0 152 3% Perm 6
16% 6 26.0 26.0 0.43 5.0 2.0 1103 c0.15 0.34 11.3 0.50 0.8 6.5 A 6.5 A
0.92 0 0 0 70 21 2%
26.0 26.0 0.43 5.0 2.0 1260 0.10 0.24 10.7 2.40 0.4 26.2 C 26.2 C B 9.0 B
8/28/2013
WBL 0 1900
WBR 0 1900
NBT 315 1900 5.0 0.95 1.00 1.00 3085 1.00 3085 0.95 332 0 332 17% 2 30.0 30.0 0.50 5.0 2.0 1543 c0.11 0.22 8.4 1.49 0.3 12.8 B 12.8 B 13.5 0.22 60.0 12.9% 15
NBR 0 1900
SBL 0 1900
SBT 293 1900 5.0 0.95 1.00 1.00 3059 1.00 3059 0.95 308 0 308 18% 2 30.0 30.0 0.50 5.0 2.0 1530 0.10 0.20 8.3 1.67 0.3 14.2 B 14.2 B
0.95 0 0 0 2%
0.95 0 0 0 2%
0.95 0 0 0 2%
0.95 0 0 0 2%
0.0 A
B 30.0 A
8/28/2013
EBL 10 1900
EBT 0 1900 4.0 1.00 0.95 1.00 0.87 1.00 1531 0.99 1518 0.92 0 143 134 2% 4
EBR 245 1900
WBL 0 1900
WBT 146 1900 4.0 1.00 1.00 1.00 1.00 1.00 1863 1.00 1863 0.92 159 0 159
WBR
NBL 224 1900
NBT 322 1900 6.0 0.95 1.00 0.97 1.00 0.98 3265 0.65 2180 0.90 358 0 601 8% 2
NBR 0 1900
SBL 0 1900
SBT 455 1900 6.0 0.95 1.00 1.00 1.00 1.00 3312 1.00 3312 0.90 506 0 506 9% 6 26.0 26.0 0.43 6.0 2.0 1435 0.15 0.35 11.4 1.34 0.7 15.9 B 15.9 B
SBR 0 1900
0.92 11 0 0 2% Perm 4
0.92 266 0 0 60 2%
0.90 0 0 0 2%
55 1900 4.0 1.00 1.00 1.00 0.85 1.00 1615 1.00 1615 0.90 61 37 24 60 2% 0% custom 8 4 24.0 24.0 0.40 4.0 2.0 646 0.02 0.04 11.0 1.00 0.0 11.0 B
0.92 243 0 0 60 2% Perm 2
0.90 0 0 0 2%
0.90 0 0 0 2%
0.92 0 0 0 2%
24.0 24.0 0.40 4.0 2.0 607 c0.09 0.22 11.8 1.00 0.1 11.9 B 11.9 B 14.9 0.44 60.0 70.2% 15
24.0 24.0 0.40 4.0 3.0 745 0.09 0.21 11.8 1.00 0.1 12.0 B 11.7 B
26.0 26.0 0.43 6.0 2.0 945 c0.28 0.64 13.3 1.00 3.3 16.6 B 16.6 B B 10.0 C
Existing PM + C with Left 5:00 pm 2/6/2013 Amy Lopez
8/28/2013
EBL 20 1900 4.0 1.00 1.00 1.00 0.93 0.98 1695 0.98 1695 0.91 22 17 27
EBR 20 1900
NBL 80 1900
NBT 292 1900 3.5 1.00 1.00 0.94 1.00 0.99 1741 0.87 1532 0.91 321 0 409
SBT 283 1900 3.5 1.00 1.00 1.00 1.00 1.00 1863 1.00 1863 0.91 311 0 311
SBR 116 1900 3.5 1.00 0.48 1.00 0.85 1.00 770 1.00 770 0.91 127 40 87 138 12 1% Perm 1 54.5 54.5 0.68 3.5 525 0.11 0.16 4.6 1.00 0.7 5.3 A
0.91 22 0 0
0.91 88 0 0 138 1% Perm 1
2% 4 18.0 18.0 0.22 4.0 381 c0.02 0.07 24.4 1.00 0.4 24.8 C 24.8 C
2%
1% 1 54.5 54.5 0.68 3.5 1044 c0.27 0.39 5.5 1.00 1.1 6.6 A 6.6 A
2% 1 54.5 54.5 0.68 3.5 1269 0.17 0.25 4.9 1.00 0.5 5.3 A 5.3 A
6.9 0.31 80.0 48.0% 15
A 7.5 A
8/28/2013
EBL 55 1900
EBT 346 1900 5.5 0.91 0.99 0.99 0.98 0.99 4881 0.99 4881 0.92 376 31 468
EBR 58 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 283 1900 4.5 0.95 1.00 1.00 1.00 1.00 3525 1.00 3525 0.92 308 2 310
NBR 4 1900
SBL 63 1900
SBT 252 1900 4.5 0.95 1.00 0.98 1.00 0.99 3437 0.84 2908 0.92 274 0 342
SBR 0 1900
0.92 60 0 0 75 Perm
0.92 63 0 0 67 12
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0 1
0.92 0 0 0
0.92 4 0 0 181 24
0.92 68 0 0 181 Perm
0.92 0 0 0 7
2 2 23.0 23.0 0.38 5.5 1871 0.10 0.25 12.6 1.00 0.3 12.9 B 12.9 B 10.8 0.26 60.0 58.4% 15
1 1 27.0 27.0 0.45 4.5 1586 0.09 0.20 10.0 1.00 0.3 10.2 B 10.2 B B 10.0 B
1 27.0 27.0 0.45 4.5 1309 c0.12 0.26 10.3 0.75 0.5 8.2 A 8.2 A
8/28/2013
EBL 77 1900 3.5 1.00 0.97 1.00 0.96 0.97 1679 0.97 1679 0.92 84 22 95
EBR 30 1900
NBL 0 1900
NBT 349 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 379 0 379
SBT 309 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 336 0 336
SBR 0 1900
0.92 33 0 0 101 1
0.92 0 0 0
0.92 0 0 0
2 19.5 19.5 0.32 3.5 546 c0.06 0.17 14.5 1.00 0.7 15.2 B 15.2 B 7.0 0.18 60.0 32.6% 15
1 34.0 34.0 0.57 3.0 2005 c0.11 0.19 6.3 0.77 0.2 5.1 A 5.1 A
1 34.0 34.0 0.57 3.0 2005 0.09 0.17 6.2 1.00 0.2 6.4 A 6.4 A A 6.5 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 20 1900
WBT 341 1900 4.5 0.95 0.99 1.00 0.96 1.00 3358 1.00 3358 0.92 371 40 499
WBR 134 1900
NBL 90 1900
NBT 332 1900 6.0 0.95 1.00 0.98 1.00 0.99 3422 0.78 2708 0.92 361 0 459
NBR 0 1900
SBL 0 1900
SBT 288 1900 6.0 0.95 0.97 1.00 0.98 1.00 3375 1.00 3375 0.92 313 17 346
SBR 46 1900
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0
0.92 22 0 0 101 Perm
0.92 146 0 0 10
0.92 98 0 0 128 Perm
0.92 0 0 0
0.92 0 0 0
0.92 50 0 0 128 12
2 16.9 16.9 0.31 6.0 2.0 831 c0.17 0.55 15.9 1.00 0.5 16.4 B 16.4 B B 21.5 A
2 16.9 16.9 0.31 6.0 2.0 1035 0.10 0.33 14.8 1.00 0.1 14.8 B 14.8 B
0.0 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 62 1900
WBT 449 1900 4.0 0.95 0.99 0.99 0.97 1.00 3381 1.00 3381 0.89 504 32 670
WBR 113 1900
NBL 24 1900
NBT 396 1900 5.0 0.95 1.00 1.00 1.00 1.00 3248 0.90 2943 0.89 445 0 472
NBR 0 1900
SBL 0 1900
SBT 495 1900 5.0 0.95 0.99 1.00 0.99 1.00 3269 1.00 3269 0.89 556 14 602
SBR 53 1900
0.89 0 0 0 75 2%
0.89 0 0 0
2%
0.89 0 0 0 101 1 2%
0.89 70 0 0 101 2% Perm 8
1% 8
0.89 127 0 0 75 12 2%
0.89 27 0 0 128 2% Perm 2
11% 2 26.0 26.0 0.43 5.0 2.0 1275 0.16 0.37 11.5 0.29 0.8 4.1 A 4.1 A
0.89 0 0 0 187 28 2%
0.89 0 0 0 187 0%
8% 2 26.0 26.0 0.43 5.0 2.0 1417 c0.18 0.43 11.8 1.00 0.9 12.7 B 12.7 B
0.89 60 0 0 128 12 0%
0.0 A
B 9.0 B
8/28/2013
EBL 116 1900 4.0 1.00 1.00 0.95 1.00 0.95 1674 0.95 1674 0.93 125 0 125 75 2% Perm 4 25.0 25.0 0.42 4.0 2.0 698 0.07 0.18 11.0 1.25 0.6 14.3 B
EBT 297 1900 4.0 0.95 1.00 1.00 0.99 1.00 3562 1.00 3562 0.93 319 7 331
EBR 18 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 330 1900 5.0 0.95 0.96 1.00 0.98 1.00 3034 1.00 3034 0.93 355 27 397
NBR 64 1900
SBL 83 1900
SBT 437 1900 5.0 0.95 1.00 0.98 1.00 0.99 3231 0.82 2656 0.93 470 0 559
SBR 0 1900
0% 4 25.0 25.0 0.42 4.0 2.0 1484 c0.09 0.22 11.3 1.26 0.3 14.5 B 14.5 B
0.93 19 0 0 67 12 2%
0.93 0 0 0 67 2%
0.93 0 0 0
2%
0.93 0 0 0 75 1 2%
0.93 0 0 0 98 2%
13% 2
0.93 69 0 0 181 24 5%
0.93 89 0 0 181 2% Perm 6
10% 6 26.0 26.0 0.43 5.0 2.0 1151 c0.21 0.49 12.2 0.39 1.3 6.2 A 6.2 A
0.93 0 0 0 98 7 2%
26.0 26.0 0.43 5.0 2.0 1315 0.13 0.30 11.1 2.57 0.6 29.1 C 29.1 C B 9.0 B
8/28/2013
WBL 0 1900
WBR 0 1900
NBT 384 1900 5.0 0.95 1.00 1.00 3223 1.00 3223 0.89 431 0 431 12% 2
NBR 0 1900
SBL 1 1900
SBT 480 1900 5.0 0.95 1.00 1.00 3312 0.95 3162 0.89 539 0 540 9% 2
0.89 0 0 0 2%
0.89 0 0 0 2%
0.89 0 0 0 2%
0.89 1 0 0 2% Perm 2
30.0 30.0 0.50 5.0 2.0 1612 0.13 0.27 8.7 0.44 0.3 4.1 A 4.1 A 9.2 0.34 60.0 18.1% 15
30.0 30.0 0.50 5.0 2.0 1581 c0.17 0.34 9.0 1.41 0.5 13.3 B 13.3 B HCM Level of Service Sum of lost time (s) ICU Level of Service A 30.0 A
0.0 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 245 1900 4.0 1.00 0.92 1.00 0.86 1.00 1485 1.00 1485 0.92 266 195 71 60 2% custom 4 16.0 16.0 0.27 4.0 3.0 396 c0.05 0.18 16.9 1.00 0.2 17.2 B
WBL 0 1900
WBT 0 1900
WBR 108 1900 4.0 0.88 1.00 1.00 0.85 1.00 2733 1.00 2733 0.93 116 85 31 60 4% custom 4 16.0 16.0 0.27 4.0 3.0 729 0.01 0.04 16.3 1.00 0.0 16.3 B
NBL 0 1900
NBT 424 1900 6.0 0.95 1.00 1.00 1.00 1.00 3223 1.00 3223 0.93 456 0 456 12% 2 34.0 34.0 0.57 6.0 3.0 1826 c0.14 0.25 6.6 1.00 0.3 6.9 A 6.9 A
NBR 0 1900
SBL 0 1900
SBT 300 1900 6.0 0.95 1.00 1.00 1.00 1.00 3282 1.00 3282 0.93 323 0 323 10% 6 34.0 34.0 0.57 6.0 2.0 1860 0.10 0.17 6.2 3.87 0.2 24.4 C 24.4 C
SBR 0 1900
0.92 0 0 0 2%
0.92 0 0 0 2%
0.93 0 0 0 0%
0.92 0 0 0 2%
0.92 0 0 0 60 2%
0.93 0 0 0 2%
0.93 0 0 0 2%
0.92 0 0 0 2%
17.2 B 15.1 0.23 60.0 36.3% 15
16.3 B HCM Level of Service Sum of lost time (s) ICU Level of Service
B 10.0 A
Existing AM + D 7:00 am 2/6/2013 Amy Lopez
8/28/2013
EBL 20 1900 4.0 1.00 1.00 1.00 0.93 0.98 1695 0.98 1695 0.91 22 16 28
EBR 20 1900
NBL 0 1900
NBT 0 1900
SBT 246 1900 3.5 1.00 1.00 1.00 1.00 1.00 1845 1.00 1845 0.91 270 0 270
SBR 170 1900 3.5 1.00 0.75 1.00 0.85 1.00 1161 1.00 1161 0.91 187 67 120 60 19 4% Perm 1 51.5 51.5 0.64 3.5 747 0.10 0.16 5.7 1.00 0.5 6.1 A
0.91 22 0 0
0.91 0 0 0 60 7%
0.91 0 0 0
2% 4 21.0 21.0 0.26 4.0 445 c0.02 0.06 22.1 1.00 0.3 22.4 C 22.4 C
2%
4%
3% 1 51.5 51.5 0.64 3.5 1188 c0.15 0.23 5.9 1.00 0.4 6.4 A 6.3 A
0.0 A 7.7 0.18 80.0 22.9% 15
A 7.5 A
8/28/2013
EBL 51 1900
EBT 540 1900 5.5 0.91 0.99 1.00 0.98 1.00 4926 1.00 4926 0.92 587 28 699
EBR 78 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 199 1900 4.5 0.95 1.00 1.00 1.00 1.00 3530 1.00 3530 0.92 216 1 217
NBR 2 1900
SBL 60 1900
SBT 332 1900 4.5 0.95 1.00 0.99 1.00 0.99 3463 0.87 3049 0.92 361 0 426
SBR 0 1900
0.92 55 0 0 75 Perm
0.92 85 0 0 67 8
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0 1
0.92 0 0 0
0.92 2 0 0 152 1
0.92 65 0 0 152 Perm
0.92 0 0 0 21
2 2 28.0 28.0 0.47 5.5 2299 0.14 0.30 9.9 1.00 0.3 10.3 B 10.3 B 12.3 0.34 60.0 64.7% 15
1 1 22.0 22.0 0.37 4.5 1294 0.06 0.17 12.8 1.00 0.3 13.1 B 13.1 B B 10.0 C
1 22.0 22.0 0.37 4.5 1118 c0.14 0.38 14.0 1.02 1.0 15.2 B 15.2 B
8/28/2013
EBL 145 1900 3.5 1.00 0.98 1.00 0.95 0.97 1679 0.97 1679 0.92 158 34 212
EBR 81 1900
NBL 0 1900
NBT 251 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 273 0 273
SBT 310 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 337 0 337
SBR 0 1900
0.92 88 0 0 55 1
0.92 0 0 0
0.92 0 0 0
2 19.5 19.5 0.32 3.5 546 c0.13 0.39 15.6 1.00 2.1 17.7 B 17.7 B 10.6 0.25 60.0 31.5% 15
1 34.0 34.0 0.57 3.0 2005 0.08 0.14 6.1 1.49 0.1 9.2 A 9.2 A
1 34.0 34.0 0.57 3.0 2005 c0.10 0.17 6.2 1.00 0.2 6.4 A 6.4 A B 6.5 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 81 1900
WBT 85 1900 4.5 0.95 0.99 0.99 0.91 0.99 3151 0.99 3151 0.92 92 173 247
WBR 221 1900
NBL 132 1900
NBT 263 1900 6.0 0.95 1.00 0.98 1.00 0.98 3422 0.75 2606 0.92 286 0 429
NBR 0 1900
SBL 0 1900
SBT 229 1900 6.0 0.95 0.98 1.00 0.97 1.00 3362 1.00 3362 0.92 249 28 282
SBR 56 1900
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0
0.92 88 0 0 55 Perm
0.92 240 0 0 1
0.92 143 0 0 69 Perm
0.92 0 0 0
0.92 0 0 0
0.92 61 0 0 69 34
2 15.1 15.1 0.33 6.0 2.0 869 c0.16 0.49 12.0 1.00 0.2 12.2 B 12.2 B B 17.5 A
2 15.1 15.1 0.33 6.0 2.0 1121 0.08 0.25 11.0 1.00 0.0 11.0 B 11.0 B
0.0 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 24 1900
WBT 127 1900 4.0 0.95 0.99 1.00 0.97 0.99 3309 0.99 3309 0.91 140 23 183
WBR 36 1900
NBL 243 1900
NBT 294 1900 5.0 0.95 1.00 0.98 1.00 0.98 3083 0.67 2098 0.91 323 0 590
NBR 0 1900
SBL 1 1900
SBT 348 1900 5.0 0.95 0.99 1.00 0.99 1.00 3136 0.95 2992 0.91 382 12 407
SBR 33 1900
0.91 0 0 0 39 2%
0.91 0 0 0
2%
0.91 0 0 0 55 1 2%
0.91 26 0 0 55 4% Perm 8
5% 8
0.91 40 0 0 39 1 0%
0.91 267 0 0 69 8% Perm 2
16% 2
0.91 0 0 0 171 2 2%
0.91 1 0 0 171 2% Perm 2
13% 2 26.0 26.0 0.43 5.0 2.0 1297 0.14 0.31 11.1 1.00 0.6 11.8 B 11.8 B
0.91 36 0 0 69 34 9%
26.0 26.0 0.43 5.0 2.0 909 c0.28 0.65 13.4 0.43 3.4 9.1 A 9.1 A B 9.0 B
0.0 A
8/28/2013
EBL 53 1900 4.0 1.00 1.00 0.98 1.00 0.95 1693 0.95 1693 0.92 58 0 58 34 4% Perm 4 25.0 25.0 0.42 4.0 2.0 705 0.03 0.08 10.6 1.01 0.2 10.9 B
EBT 586 1900 4.0 0.95 1.00 1.00 1.00 1.00 3538 1.00 3538 0.92 637 4 652
EBR 17 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 472 1900 5.0 0.95 0.98 1.00 0.99 1.00 2950 1.00 2950 0.92 513 13 553
NBR 49 1900
SBL 73 1900
SBT 277 1900 5.0 0.95 1.00 0.98 1.00 0.99 3102 0.77 2398 0.92 301 0 380
SBR 0 1900
1% 4 25.0 25.0 0.42 4.0 2.0 1474 c0.18 0.44 12.5 1.11 0.9 14.8 B 14.5 B
0.92 18 0 0 58 8 18%
0.92 0 0 0 58 2%
0.92 0 0 0
2%
0.92 0 0 0 34 1 2%
0.92 0 0 0 70 2%
20% 2
0.92 53 0 0 152 1 4%
0.92 79 0 0 152 3% Perm 6
16% 6 26.0 26.0 0.43 5.0 2.0 1039 0.16 0.37 11.4 0.51 1.0 6.8 A 6.8 A
0.92 0 0 0 70 21 2%
26.0 26.0 0.43 5.0 2.0 1278 c0.19 0.43 11.9 2.06 1.0 25.4 C 25.4 C B 9.0 B
8/28/2013
WBL 0 1900
WBR 0 1900
NBT 536 1900 5.0 0.95 1.00 1.00 3085 1.00 3085 0.95 564 0 564 17% 2 30.0 30.0 0.50 5.0 2.0 1543 c0.18 0.37 9.2 1.61 0.7 15.4 B 15.4 B 14.8 0.37 60.0 19.0% 15
NBR 0 1900
SBL 0 1900
SBT 303 1900 5.0 0.95 1.00 1.00 3059 1.00 3059 0.95 319 0 319 18% 2 30.0 30.0 0.50 5.0 2.0 1530 0.10 0.21 8.4 1.60 0.3 13.7 B 13.7 B
0.95 0 0 0 2%
0.95 0 0 0 2%
0.95 0 0 0 2%
0.95 0 0 0 2%
0.0 A
B 30.0 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 255 1900 4.0 1.00 0.94 1.00 0.86 1.00 1521 1.00 1521 0.92 277 138 139 60 2% custom 4 24.0 24.0 0.40 4.0 2.0 608 c0.09 0.23 11.9 1.00 0.1 12.0 B
WBL 0 1900
WBT 0 1900
WBR 55 1900 4.0 0.88 1.00 1.00 0.85 1.00 2842 1.00 2842 0.90 61 37 24 60 0% custom 8 24.0 24.0 0.40 4.0 3.0 1137 0.01 0.02 10.9 1.00 0.0 10.9 B
NBL 0 1900
NBT 546 1900 6.0 0.95 1.00 1.00 1.00 1.00 3343 1.00 3343 0.90 607 0 607 8% 2 26.0 26.0 0.43 6.0 2.0 1449 c0.18 0.42 11.8 1.00 0.9 12.7 B 12.7 B
NBR 0 1900
SBL 0 1900
SBT 465 1900 6.0 0.95 1.00 1.00 1.00 1.00 3312 1.00 3312 0.90 517 0 517 9% 6 26.0 26.0 0.43 6.0 2.0 1435 0.16 0.36 11.4 1.36 0.7 16.2 B 16.2 B
SBR 0 1900
0.92 0 0 0 2%
0.92 0 0 0 2%
0.90 0 0 0 2%
0.92 0 0 0 2%
0.92 0 0 0 60 2%
0.90 0 0 0 2%
0.90 0 0 0 2%
0.92 0 0 0 2%
12.0 B 13.7 0.33 60.0 41.5% 15
10.9 B HCM Level of Service Sum of lost time (s) ICU Level of Service
B 10.0 A
Existing PM + D 5:00 pm 2/6/2013 Amy Lopez
8/28/2013
EBL 20 1900 4.0 1.00 1.00 1.00 0.93 0.98 1695 0.98 1695 0.91 22 18 26
EBR 20 1900
NBL 0 1900
NBT 0 1900
SBT 273 1900 3.5 1.00 1.00 1.00 1.00 1.00 1863 1.00 1863 0.91 300 0 300
SBR 196 1900 3.5 1.00 0.48 1.00 0.85 1.00 770 1.00 770 0.91 215 63 152 138 12 1% Perm 1 56.5 56.5 0.71 3.5 544 c0.20 0.28 4.3 1.00 1.3 5.6 A
0.91 22 0 0
0.91 0 0 0 138 1%
0.91 0 0 0
2% 4 16.0 16.0 0.20 4.0 339 c0.02 0.08 26.0 1.00 0.4 26.5 C 26.5 C
2%
1%
2% 1 56.5 56.5 0.71 3.5 1316 0.16 0.23 4.1 1.00 0.4 4.5 A 5.0 A
0.0 A 6.7 0.23 80.0 24.4% 15
A 7.5 A
8/28/2013
EBL 55 1900
EBT 346 1900 5.5 0.91 0.99 0.99 0.98 0.99 4881 0.99 4881 0.92 376 31 468
EBR 58 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 283 1900 4.5 0.95 1.00 1.00 1.00 1.00 3525 1.00 3525 0.92 308 2 310
NBR 4 1900
SBL 73 1900
SBT 332 1900 4.5 0.95 1.00 0.98 1.00 0.99 3447 0.84 2919 0.92 361 0 440
SBR 0 1900
0.92 60 0 0 75 Perm
0.92 63 0 0 67 12
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0 1
0.92 0 0 0
0.92 4 0 0 181 24
0.92 79 0 0 181 Perm
0.92 0 0 0 7
2 2 23.0 23.0 0.38 5.5 1871 0.10 0.25 12.6 1.00 0.3 12.9 B 12.9 B 10.7 0.30 60.0 60.9% 15
1 1 27.0 27.0 0.45 4.5 1586 0.09 0.20 10.0 1.00 0.3 10.2 B 10.2 B B 10.0 B
1 27.0 27.0 0.45 4.5 1314 c0.15 0.33 10.7 0.74 0.7 8.6 A 8.6 A
8/28/2013
EBL 77 1900 3.5 1.00 0.97 1.00 0.96 0.97 1679 0.97 1679 0.92 84 22 95
EBR 30 1900
NBL 0 1900
NBT 349 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 379 0 379
SBT 389 1900 3.0 0.95 1.00 1.00 1.00 1.00 3539 1.00 3539 0.92 423 0 423
SBR 0 1900
0.92 33 0 0 101 1
0.92 0 0 0
0.92 0 0 0
2 19.5 19.5 0.32 3.5 546 c0.06 0.17 14.5 1.00 0.7 15.2 B 15.2 B 7.1 0.20 60.0 33.7% 15
1 34.0 34.0 0.57 3.0 2005 0.11 0.19 6.3 0.77 0.2 5.1 A 5.1 A
1 34.0 34.0 0.57 3.0 2005 c0.12 0.21 6.4 1.00 0.2 6.6 A 6.6 A A 6.5 A
8/28/2013
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 20 1900
WBT 341 1900 4.5 0.95 0.99 1.00 0.92 1.00 3207 1.00 3207 0.92 371 218 636
WBR 424 1900
NBL 90 1900
NBT 332 1900 6.0 0.95 1.00 0.98 1.00 0.99 3420 0.78 2705 0.92 361 0 459
NBR 0 1900
SBL 0 1900
SBT 288 1900 6.0 0.95 0.97 1.00 0.98 1.00 3372 1.00 3372 0.92 313 17 346
SBR 46 1900
0.92 0 0 0
0.92 0 0 0
0.92 0 0 0
0.92 22 0 0 101 Perm
0.92 461 0 0 10
0.92 98 0 0 128 Perm
0.92 0 0 0
0.92 0 0 0
0.92 50 0 0 128 12
2 17.1 17.1 0.30 6.0 2.0 814 c0.17 0.56 16.7 1.00 0.5 17.2 B 17.2 B B 21.6 B
2 17.1 17.1 0.30 6.0 2.0 1015 0.10 0.34 15.5 1.00 0.1 15.5 B 15.5 B
0.0 A
8/28/2013
Movement Lane Configurations Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) Heavy Vehicles (%) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/C Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor Incremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS
EBL 0 1900
EBT 0 1900
EBR 0 1900
WBL 62 1900
WBT 449 1900 4.0 0.95 0.99 0.99 0.97 1.00 3381 1.00 3381 0.89 504 32 670
WBR 113 1900
NBL 394 1900
NBT 386 1900 5.0 0.95 1.00 0.97 1.00 0.98 3218 0.58 1927 0.89 434 0 877
NBR 0 1900
SBL 0 1900
SBT 495 1900 5.0 0.95 0.99 1.00 0.99 1.00 3269 1.00 3269 0.89 556 14 602
SBR 53 1900
0.89 0 0 0 75 2%
0.89 0 0 0
2%
0.89 0 0 0 101 1 2%
0.89 70 0 0 101 2% Perm 8
1% 8
0.89 127 0 0 75 12 2%
0.89 443 0 0 128 2% Perm 2
11% 2 26.0 26.0 0.43 5.0 2.0 835 c0.46 1.49dl 17.0 1.02 43.0 60.4 E 60.4 E
0.89 0 0 0 187 28 2%
0.89 0 0 0 187 0%
8% 2 26.0 26.0 0.43 5.0 2.0 1417 0.18 0.43 11.8 1.00 0.9 12.7 B 12.7 B
0.89 60 0 0 128 12 0%
25.0 25.0 0.42 4.0 2.0 1409 0.20 0.48 12.7 1.00 1.2 13.9 B 13.9 B
0.0 A
Intersection Summary HCM Average Control Delay 32.2 HCM Level of Service HCM Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 60.0 Sum of lost time (s) Intersection Capacity Utilization 71.9% ICU Level of Service Analysis Period (min) 15 dl Defacto Left Lane. Recode with 1 though lane as a left lane. c Critical Lane Group
C 9.0 C
8/28/2013
EBL 116 1900 4.0 1.00 1.00 0.95 1.00 0.95 1674 0.95 1674 0.93 125 0 125 75 2% Perm 4 25.0 25.0 0.42 4.0 2.0 698 0.07 0.18 11.0 1.22 0.5 14.0 B
EBT 297 1900 4.0 0.95 0.99 1.00 0.99 1.00 3537 1.00 3537 0.93 319 12 337
EBR 28 1900
WBL 0 1900
WBT 0 1900
WBR 0 1900
NBL 0 1900
NBT 690 1900 5.0 0.95 0.98 1.00 0.99 1.00 3110 1.00 3110 0.93 742 11 800
NBR 64 1900
SBL 83 1900
SBT 437 1900 5.0 0.95 1.00 0.99 1.00 0.99 3264 0.71 2325 0.93 470 0 559
SBR 0 1900
0% 4 25.0 25.0 0.42 4.0 2.0 1474 c0.10 0.23 11.3 1.24 0.4 14.3 B 14.3 B
0.93 30 0 0 67 12 2%
0.93 0 0 0 67 2%
0.93 0 0 0
2%
0.93 0 0 0 75 1 2%
0.93 0 0 0 98 2%
13% 2
0.93 69 0 0 181 24 5%
0.93 89 0 0 181 2% Perm 6
10% 6 26.0 26.0 0.43 5.0 2.0 1008 0.24 0.55 12.7 0.41 2.0 7.2 A 7.2 A
0.93 0 0 0 98 7 2%
26.0 26.0 0.43 5.0 2.0 1348 c0.26 0.59 13.0 2.14 1.7 29.4 C 29.4 C B 9.0 C
8/28/2013
WBL 0 1900
WBR 0 1900
NBT 744 1900 5.0 0.95 1.00 1.00 3223 1.00 3223 0.89 836 0 836 12% 2
NBR 0 1900
SBL 1 1900
SBT 490 1900 5.0 0.95 1.00 1.00 3312 0.95 3160 0.89 551 0 552 9% 2
0.89 0 0 0 2%
0.89 0 0 0 2%
0.89 0 0 0 2%
0.89 1 0 0 2% Perm 2
30.0 30.0 0.50 5.0 2.0 1612 c0.26 0.52 10.1 0.81 1.2 9.4 A 9.4 A 10.7 0.52 60.0 24.7% 15
30.0 30.0 0.50 5.0 2.0 1580 0.17 0.35 9.1 1.34 0.5 12.8 B 12.8 B HCM Level of Service Sum of lost time (s) ICU Level of Service B 30.0 A
0.0 A
Appendix B AutoTURN Analysis
Appendix C Geometry Review

PRR 1025 Doc 4 DesignAlternatives TrafficStudy 11-4-13

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

PRR 1025 Doc 4 DesignAlternatives TrafficStudy 11-4-13

Uploaded by

Copyright:

Available Formats

TECHNICAL MEMORANDUM

Date: To: From:

Project #: 13867 Page 2

Kittelson & Associates, Inc.

Project #: 13867 Page 3

17.8 7.2 10.8 10.7 10.6 8.8 15.0 12.4

Project #: 13867 Page 4

Study Intersection Name

14.1 9.8 12.8 5.4 15.8 11.0 15.3 9.9

Kittelson & Associates, Inc.

Project #: 13867 Page 5

17.8 7.2 10.8 10.7 10.6 8.8 15.0 12.4

Kittelson & Associates, Inc.

Project #: 13867 Page 6

Study Intersection Name

14.1 9.8 12.8 5.4 15.8 11.0 15.3 9.9

Project #: 13867 Page 7

17.8 7.2 10.8 10.7 10.6 8.8 15.0 12.4

Project #: 13867 Page 8

Study Intersection Name

14.1 9.8 12.8 5.4 15.8 11.0 15.3 9.9

TRAFFIC OPERATIONS ANALYSIS SUMMARY

Project #: 13867 Page 9

TRUCK TURNING ANALYSIS

Project #: 13867 Page 10

Project #: 13867 Page 11

Project #: 13867 Page 12

Kittelson & Associates, Inc.

Appendix A Traffic Operations Analysis Output Sheets

HCM Signalized Intersection Capacity Analysis 1: Telegraph Ave &

NBL 165 1900

0.92 179 0 0 60 2% Perm 2

20.2 C 13.3 0.27 60.0 51.7% 15

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 1

7.4 0.21 80.0 38.9% 15

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 2

0.92 65 0 0 152 Perm

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 3

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 4

NBL 132 1900

0.92 143 0 0 69 Perm

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 5

HCM Signalized Intersection Capacity Analysis 6: 19th Street & Broadway

0.91 1 0 0 171 2% Perm 2

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 6

HCM Signalized Intersection Capacity Analysis 7: 17th Street & Broadway

0.92 79 0 0 152 3% Perm 6

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 7

HCM Signalized Intersection Capacity Analysis 8: Ped Xing & Broadway

Existing AM + C no Left 7:00 am 2/6/2013 Amy Lopez

Synchro 7 - Report Page 8

HCM Signalized Intersection Capacity Analysis 1: Telegraph Ave &

NBL 224 1900

0.92 243 0 0 60 2% Perm 2

12.0 B 15.0 0.44 60.0 54.2% 15

Existing PM + C no Left 5:00 pm 2/6/2013 Amy Lopez

Synchro 7 - Report Page 1