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Home My WebLink AboutP1628-Hamilton Report-1-14-20Traffic StudyTraffic StudyTraffic StudyTraffic Study The HamiltonThe HamiltonThe HamiltonThe Hamilton prepared for: Rees Commercial Cantrell Road (Highway 10) and Taylor Loop Road Little Rock, Arkansas January 14, 2020 Project No.: P1628 TABLE OF CONTENTS Section Page Executive Summary 1 Introduction 3 The Site 4 Existing Traffic Conditions 6 Trip Generation & Site Traffic Projections 8 Capacity and Level of Service 12 Findings 15 APPENDIX Site Plan Trip Generation Data Vechicle Turning Movement Count Data Capacity and Level of Service Calculations Page 1 Peters & Associates Engineers, Inc., has conducted a traffic en- gineering study relating to a residential multi-family develop- ment (The Hamilton) proposed to be located just north of an ex- isting retail development on the north side of Cantrell Road (Highway 10) at the traffic signal controlled intersection at Tay- lor Loop Road in Little Rock, Arkansas. Access to the proposed site will be provided via the intersection of Cantrell Road and Taylor Loop Road. The primary focus of this report is to assess traffic operational characteristics of the study intersection of Cantrell Road and Taylor Loop Road proposed to serve the site. The residential multi-family site is proposed to consist of ap- proximately 240 units as indicated on the project site plan. Existing vehicle turning movement count data were gathered while local schools were in session for the AM and PM peak hours for the study intersection of Cantrell Road and Taylor Loop Road. Directional splits and proposed street assignments at the study intersection were made based on existing traffic patterns, trans- portation network, and regional use. Projected vehicle traffic volumes were calculated for the pro- posed multi-family residential development. These projected site-generated vehicle trips were added to the existing traffic vol- umes. Existing and projected traffic volumes at the study inter- section were calculated and traffic operations were analyzed. Arkansas Department of Transportation (ArDOT) is planning on improvements (Job Number: 061382) to Cantrell Road (Highway 10). Improvements to the intersection of Cantrell Road and Taylor Loop Road is expected to be included in these ArDOT improvements. EXECUTIVE SUMMARY Page 2 Findings of this study are summarized as follows:  Capacity and level of service analysis was performed for existing traf- fic volumes, lane geometry and traffic control for the AM and PM peak hours for the study intersection of Cantrell Road and Taylor Loop Road. The traffic signal controlled intersection of Cantrell Road and Taylor Loop Road currently operates at what calculates as LOS “E” during the existing conditions of the AM and LOS “D” during the existing conditions PM peak hour. Several vehicle movements cur- rently operate at what calculates as worse than LOS “D” for existing traffic conditions at the study intersection for the AM and PM peak hours.  Capacity and LOS analysis was performed for projected traffic condi- tions with existing intersection lane geometry at Cantrell Road and Taylor Loop Road for the AM and PM peak hours. The traffic signal controlled intersection of Cantrell Road and Taylor Loop Road is ex- pected to continue to operate at an unchanged LOS “E” during AM peak hour and an unchanged LOS “D” during the PM peak hour for these projected conditions with existing lane geometry. Additionally, several vehicle movements are expected to continue to operate at what calculates as worse than LOS “D” for projected traffic conditions with existing lane geometry at the study intersection for the AM and PM peak hours. Also, projected average control delay (seconds per vehi- cle) and intersection capacity utilization are also found to have mini- mal difference when compared to existing conditions and are expected to continue to remain acceptable for the study intersection of Cantrell Road and Taylor Loop Road during the AM and PM peak hours for the projected traffic conditions with the multifamily development as pro- posed. The Cantrell Road and Taylor Loop Road change in intersection delay value is minimal from existing conditions to projected condi- tions with existing lane geometry (average vehicle delay goes from 58.7 seconds for existing conditions to 64.7 seconds during the AM peak hour and from 33.4 seconds for existing conditions to 35.4 sec- onds during the PM peak hour). The change in intersection capacity utilization is also minimal in comparing existing conditions to project- ed conditions with existing lane geometry (from 90.9% for existing conditions to 91.0% during the AM peak hour and from 75.8% for ex- isting conditions to 76.2% during the PM peak hour). Page 3 Peters & Associates Engineers, Inc., has conducted a traffic engi- neering study relating to a residential multi-family development (The Hamilton) proposed to be located just north of an existing retail development on the north side of Cantrell Road (Highway 10) at the traffic signal controlled intersection at Taylor Loop Road in Little Rock, Arkansas. Access to the proposed site will be provided via the intersection of Cantrell Road and Taylor Loop Road. The primary focus of this report is to assess traffic opera- tional characteristics of the study intersection of Cantrell Road and Taylor Loop Road proposed to serve the site. The residential multi-family site is proposed to consist of approximately 240 units as indicated on the project site plan (a reduced copy of the site plan is included in the Appendix for reference). This is a report of methodology and findings relating to a traffic engineering study undertaken to:  Evaluate existing traffic conditions in the vicinity of the site.  Determine projected traffic volumes entering and exiting the proposed development at the study intersection of Cantrell Road and Taylor Loop Road proposed to serve the site.  Identify the effects on traffic operations for existing traffic in combination with site-generated traffic associated with the residential multi-family land-use as proposed.  Evaluate traffic operations for the following conditions:  Existing traffic conditions.  Projected traffic conditions to include exiting traffic volumes plus projected site-generated traffic volumes with existing intersection lane geometry. In the following sections of this traffic study report are traffic da- ta, study methods, findings and recommendations. The study is technical in nature. Analysis techniques employed are those most commonly used in the traffic engineering profession for traffic impact analysis. Certain data and calculations relative to traffic operational analysis are referenced in the report. Complete calcu- lations and data are included in the Appendix of the report. INTRODUCTION Page 4 The location of the development is within the city limits of Little Rock in Pulaski County, Arkansas. The residential multi-family development is proposed to be located just north of an existing retail development on the north side of Cantrell Road (Highway 10) at the traffic signal controlled intersection at Taylor Loop Road. Access to the proposed site will be provided via the intersection of Cantrell Road and Taylor Loop Road. The proposed development site location and vicinity are shown on Figures 1 and 2, which follow. Development of the proposed residential multi-family site, as shown on the attached site plan, calls for the construction of buildings, plus access drive extension and parking. Figure 1 – Vicinity Map SITE N THE SITE Page 5 Figure 2 – Site Location Map N TAYLOR LOOP ROAD Page 6 EXISTING TRAFFIC CONDITIONS Traffic count data collected as a part of this study include weekday AM and PM peak hours vehicle turning movement counts at the intersection of Cantrell Road and Taylor Loop Road while local schools were in session. Peak hour vehicle turning movement counts made as a part of this study are shown on Figure 3A, "Existing Traffic Vol- umes - AM Peak Hour,” and Figure 3B, "Existing Traffic Volumes - PM Peak Hour.” The AM and PM peak traffic periods of the adjacent streets are the traffic operating conditions which have warranted primary traffic analysis as a part of this study. Page 7 Figure 3A Existing Traffic Volumes - AM Peak Hour N Figure 3B Existing Traffic Volumes - PM Peak Hour N Page 8 The Trip Generation, an Informational Report, published by the Institute of Transportation Engineers (ITE) and The Trip Generation Manual by Trafficware, LLC (2014), were uti- lized in calculating the magnitude of traffic volumes ex- pected to be generated by the full build-out of the planned approximate 240 multi-family residential units of the devel- opment as proposed. These are reliable sources for this in- formation and are universally used in the traffic engineering profession. Using the selected trip generation rates, calculations were made as a part of this study to provide a reliable estimate of traffic volumes that can be expected to be associated with the development as proposed. These calculations entail apply- ing the appropriate trip-generation rates to the land use pro- posed for the development. Results of these calculations are summarized on Table 1, “Summary of Trip-Generation.” These calculations indicate that approximately 1,649 vehicle trips (combined in and out) per average weekday are project- ed to be generated by the proposed residential multi-family land use on this site. Of this total, approximately 126 vehi- cle trips are estimated during the traffic conditions of the AM peak hour and approximately 154 vehicle trips are esti- mated during the traffic conditions of the PM peak hour. Residential traffic, as will be associated with site, ordinarily contributes to the adjacent street traffic conditions during both the on-street AM and PM peak traffic hours. Accord- ingly, the AM and PM peak traffic periods of the adjacent streets are the traffic operating conditions which have war- ranted primary traffic analysis as a part of this study. TRIP GENERATION Table 1 – Summary of Trip-Generation 24-HOUR TWO-WAY AM PEAK HOUR PM PEAK HOUR PROPOSED APPROXIMATE ITE WEEKDAY VOLUME VOLUME LAND USE SIZE CODE VOLUME ENTER EXIT ENTER EXIT Multi-Family-Residential 240 Units 220 1,596 24 98 97 52 TOTAL ENTERING + EXITING 122 149 Page 9 Figure 4 Directional Distribution - Site Traffic 15% N TAYLOR LOOP ROAD Once projected traffic was estimated for the site, directional dis- tributions were made to reflect the percent of anticipated thru, left and right-turns at the study intersection of Cantrell Road and Taylor Loop Road. Directional splits and proposed street assign- ments at the study intersection were made based on existing traf- fic patterns, transportation network, and regional use. Direction- al distribution percentages used in this study are shown on Figure 4, “Directional Distribution - Site Traffic.” The directional distribution percentages for site traffic have been equated to percentage turns for each movement at the study inter- section. The site-generated traffic volumes result from applying the directional distribution percentages to the corresponding pro- jected site-generated traffic volumes summarized on Table 1, “Summary of Trip-Generation.” SITE TRAFFIC PROJECTIONS Page 10 When comparing the existing and projected traffic volumes on the southbound approach on Taylor Loop Road at Cantrell Road. There is expected to be minimal additional traffic during the AM and PM peak hours as shown below: AM Peak Hour  Existing = 116 vehicles per hour.  Projected = 214 vehicles per hour This calculates to adding only approximately 1.63 additional vehicles per minute during the AM peak hour. PM Peak Hour  Existing = 110 vehicles per hour.  Projected = 162 vehicles per hour This calculates to adding less than 1 additional vehicle per minute during the PM peak hour. The site-generated traffic volumes and corresponding existing background traffic volumes shown on Figures 3A and 3B have been combined and the results are depicted on Figure 5A, “Projected Traffic Volumes with Existing Lane Geometry - AM Peak Hour” and Figure 5B, “Projected Traffic Volumes with Existing Lane Geometry - PM Peak Hour.” Traffic volumes shown on Figures 3A, 3B, 5A and 5B are the values and lane geometry used in capacity and level of service calculations conducted as a part of this study. The effect of existing background traffic (i.e. the adjacent street non-site traffic which exists) and projected traffic associated with the site development has thus been accounted for in this analysis. Page 11 N N Figure 5A Projected Traffic Volumes with Existing Lane Geometry AM Peak Hour Figure 5B Projected Traffic Volumes with Existing Lane Geometry PM Peak Hour Page 12 Generally, the "capacity" of a street is a measure of its ability to accommodate a certain magnitude of moving vehicles. It is a rate as opposed to a quantity, measured in terms of vehicles per hour. More specifically, street capacity refers to the maximum number of vehicles that a street element (e.g. an intersection) can be ex- pected to accommodate in a given time period under the prevail- ing roadway and traffic conditions. Traffic operational analysis for the study intersection were evalu- ated based on the methodologies outlined in the Highway Capaci- ty Manual, 2010 Edition, published by the Transportation Re- search Board. The operating conditions at an intersection are graded by the “level of service” experienced by drivers. Level of service (LOS) describes the quality of traffic operating conditions and is rated from “A” to “F”. LOS “A” represents the most desir- able condition with free-flow movement of traffic with minimal delays. LOS “F” generally indicates severely congested condi- tions with excessive delays to motorists. Intermediate grades of B, C, D, and E reflect incremental increases in the average delay per stopped vehicle. Delay is measured in seconds per vehicle. The table below shows the upper limit of delay associated with each level of service for signalized and un-signalized intersec- tions. Intersection Level of Service Delay Thresholds Level of Service (LOS) Signalized Un-Signalized A < 10 Seconds < 10 Seconds B < 20 Seconds < 15 Seconds C < 35 Seconds < 25 Seconds D < 55 Seconds < 35 Seconds E < 80 Seconds < 50 Seconds F ≥ 80 Seconds ≥ 50 Seconds The LOS rating deemed acceptable varies by community, facility type and traffic control device. A LOS “D” is the desirable goal for movements at un-signalized intersections that must yield to other movements; however, a LOS “E” or “F” is often accepted for low to moderate traffic volumes where the installation of a traffic signal is not warranted by the conditions at the intersection or the location is deemed undesirable for signalization for other CAPACITY and LEVEL OF SERVICE Page 13 reasons. For signalized intersections, level of service and average delay relate to all vehicles using the intersection and LOS “D” is the typical desirable standard for signalized intersections. All study intersections were evaluated using the Synchro analysis software package based on Highway Capacity Manual methods. This computer program has been proven to be reliable when used to analyze capacity and levels of traffic service under various operating conditions. Detailed results for all ca- pacity calculations are included in the Appendix. The adjacent street weekday AM and PM peak traffic periods were used for these calcula- tions. Factors included in the analysis are as follows:  Existing traffic volumes and patterns.  Directional distribution of projected traffic volumes.  Existing intersection geometry (including elements such as turn lanes, curb radii, etc.).  Existing background traffic volumes and projected site-generated volumes for projected traffic conditions.  Existing or planned modified traffic control. CAPACITY ANALYSIS Level of Service Analysis Results Existing Traffic Conditions Capacity and level of service analysis was performed for existing traffic volumes, lane geometry and traffic control for the AM and PM peak hours for the study intersection of Cantrell Road and Taylor Loop Road. As indicated in Table 2, “Level of Service Summary – Existing Traffic Conditions,” the traffic signal controlled intersection of Cantrell Road and Taylor Loop Road currently operates at what calculates at LOS “E” during the existing conditions of the AM and at LOS “D” during the existing conditions PM peak hour. Several vehicle movements current- ly operate at what calculates as worse than LOS “D” for existing traffic conditions at the study intersection for the AM and PM peak hours (highlighted in Table 2). Table 2 - Level of Service Summary - Existing Traffic Conditions Eastbound Left-TurnEastbound ThruEastbound Right-TurnWestbound Left-TurnWestbound ThruWestbound Right-TurnNorthbound Left-TurnNorthbound ThruNorthbound Right-TurnSouthbound Left-TurnSouthbound ThruSouthbound Right-TurnOverall IntersectionINTERSECTION PEAK HR AM C E B F F D A F F B E 58.7 90.9% PM D D B E E D B F F A D 33.4 75.8%B B EXISTING TRAFFIC CONDITIONS Traffic ControlCantrell Road (Highway 10) and Taylor Loop Road SIGNAL PEAK HOUR - LEVEL OF SERVICE Avg. Control Delay Seconds / VehicleIntersection Capacity Utilization (%) Page 14 Traffic volumes used for this analysis are shown on Figure 3A, "Existing Traffic Volumes - AM Peak Hour,” and Figure 3B, "Existing Traffic Volumes - PM Peak Hour.” Projected Traffic Conditions With Exiting Intersection Lane Geometry Capacity and LOS analysis was performed for projected traffic conditions with existing intersection lane geometry at Cantrell Road and Taylor Loop Road for the AM and PM peak hours. Traffic volumes used for these projected traffic conditions are shown on Figure 5A, “Projected Traffic Volumes with Exist- ing Lane Geometry - AM Peak Hour,” and Figure 5B, “Projected Traffic Volumes with Existing Lane Geometry - PM Peak Hour.” The operating conditions projected to exist at the study intersection are summarized in Table 3, “Level of Service Summary - Projected Traffic Conditions With Existing Intersection Lane Geometry.” As indicated in Table 3, the traffic signal controlled intersec- tion of Cantrell Road and Taylor Loop Road is expected to con- tinue to operate at an unchanged LOS “E” during AM peak hour and an unchanged LOS “D” during the PM peak hour for these projected conditions with existing lane geometry. Addi- tionally, several vehicle movements are expected to continue to operate at what calculates as worse than LOS “D” for pro- jected traffic conditions with existing lane geometry at the study intersection for the AM and PM peak hours (highlighted in Table 3). Projected average control delay (seconds per vehicle) and in- tersection capacity utilization are also found to have minimal difference when compared to existing conditions and are ex- pected to continue to remain acceptable for the study intersec- Table 3 - Level of Service Summary - Projected Traffic Conditions With Existing Intersection Lane Geometry Eastbound Left-TurnEastbound ThruEastbound Right-TurnWestbound Left-TurnWestbound ThruWestbound Right-TurnNorthbound Left-TurnNorthbound ThruNorthbound Right-TurnSouthbound Left-TurnSouthbound ThruSouthbound Right-TurnOverall IntersectionINTERSECTION PEAK HR AM C F C F F D A F F C E 64.7 91.0% PM E D B E E D B F E C D 35.4 76.2% PEAK HOUR - LEVEL OF SERVICETraffic ControlPROJECTED TRAFFIC CONDITIONS WITH EXISTING INTERSECTION LANE GEOMETRY SIGNAL B B Cantrell Road (Highway 10) and Taylor Loop Road Avg. Control Delay Seconds / VehicleIntersection Capacity Utilization (%) Page 15 tion of Cantrell Road and Taylor Loop Road during the AM and PM peak hours for the projected traffic conditions with the mul- tifamily development as proposed. The Cantrell Road and Taylor Loop Road change in intersection delay value is minimal from existing conditions to projected conditions with existing lane geometry (average vehicle delay goes from 58.7 seconds for ex- isting conditions to 64.7 seconds during the AM peak hour and from 33.4 seconds for existing conditions to 35.4 seconds during the PM peak hour). The change in intersection capacity utiliza- tion is also minimal in comparing existing conditions to project- ed conditions with existing lane geometry (from 90.9% for exist- ing conditions to 91.0% during the AM peak hour and from 75.8% for existing conditions to 76.2% during the PM peak hour). Findings of this study are summarized as follows:  The traffic associated with the development of The Hamilton Apartments has minimal impact to the traffic operations at the intersection of Cantrell Road and Taylor Loop Road. Be- low is a summary of existing and projected (with full occu- pancy of The Hamilton Apartments) approach volumes for the AM and PM peak hours: Below is shown the existing and projected totals of vol- ume approaching the intersection of Cantrell Road and Taylor Loop Road: EXISTING AM Peak Hour = a total of 4,059 vehicles. (116 from north side; 694 from south side) PM Peak Hour = a total of 3,651 vehicles. (110 from north side; 679 from south side). PROJECTED (Existing Plus Site-Generated) AM Peak Hour = a total of 4,182 vehicles. (214 from north side) <site only adds 98>; (698 from south side) <site only adds 4> PM Peak Hour = a total of 3,845 vehicles. (162 from north side) <site only adds 52>; (693 from south side) <site only adds 14>. FINDINGS Page 16  Capacity and level of service analysis was performed for existing traffic volumes, lane geometry and traffic con- trol for the AM and PM peak hours for the study inter- section of Cantrell Road and Taylor Loop Road. The traffic signal controlled intersection of Cantrell Road and Taylor Loop Road currently operates at what calculates as LOS “E” during the existing conditions of the AM and LOS “D” during the existing conditions PM peak hour. Several vehicle movements currently operate at what calculates as worse than LOS “D” for existing traf- fic conditions at the study intersection for the AM and PM peak hours.  Capacity and LOS analysis was performed for projected traffic conditions with existing intersection lane geome- try at Cantrell Road and Taylor Loop Road for the AM and PM peak hours. The traffic signal controlled inter- section of Cantrell Road and Taylor Loop Road is ex- pected to continue to operate at an unchanged LOS “E” during AM peak hour and an unchanged LOS “D” dur- ing the PM peak hour for these projected conditions with existing lane geometry. Additionally, several vehicle movements are expected to continue to operate at what calculates as worse than LOS “D” for projected traffic conditions with existing lane geometry at the study inter- section for the AM and PM peak hours. Also, projected average control delay (seconds per vehicle) and intersec- tion capacity utilization are also found to have minimal difference when compared to existing conditions and are expected to continue to remain acceptable for the study intersection of Cantrell Road and Taylor Loop Road dur- ing the AM and PM peak hours for the projected traffic conditions with the multifamily development as pro- posed.  The Cantrell Road and Taylor Loop Road change in inter- section delay value is minimal from existing conditions to projected conditions with existing lane geometry (average vehicle delay goes from 58.7 seconds for exist- ing conditions to 64.7 seconds during the AM peak hour Page 17 and from 33.4 seconds for existing conditions to 35.4 seconds during the PM peak hour). The change in inter- section capacity utilization is also minimal in comparing existing conditions to projected conditions with existing lane geometry (from 90.9% for existing conditions to 91.0% during the AM peak hour and from 75.8% for ex- isting conditions to 76.2% during the PM peak hour). APPENDIX Site Plan Trip-Generation Data Trip Generation Summary - 240 Multi-Family Units Project: Alternative: Open Date: Analysis Date: 240 Multi-Family Units 240 Multi-Family UnitsAlternative 1 1/31/2019 1/31/2019 ITE Land Use Enter Exit Enter Exit Average Daily Trips Enter Exit TotalTotalTotal AM Peak Hour of Adjacent Street Traffic PM Peak Hour of Adjacent Street Traffic 220 APT 1 240 Dwelling Units 149529712298241596798798 Unadjusted Volume 0 0 0 0 0 0 0 0 0 Internal Capture Trips 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Pass-By Trips Volume Added to Adjacent Streets Total AM Peak Hour Internal Capture = 0 Percent Total PM Peak Hour Internal Capture = 0 Percent 1TRIP GENERATION 2014, TRAFFICWARE, LLC Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012 Vehicle Turning Movement Count Data Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : AM-TM Site Code : 00000000 Start Date : 05/18/2017 Page No : 1 AM Hour Turning Movment Count Data Highway 10 and Taylor Loop Road Little Rock, Arkansas P-1628 Groups Printed- AM Count Data Taylor Loop Road From North Highway 10 From East Taylor Loop Road From South Highway 10 From West Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 07:00 AM 6 2 12 20 14 172 58 244 51 2 37 90 32 408 7 447 801 07:15 AM 18 5 9 32 10 245 88 343 69 12 62 143 47 377 13 437 955 07:30 AM 12 9 12 33 14 283 102 399 66 6 96 168 73 339 9 421 1021 07:45 AM 8 13 13 34 18 278 88 384 77 8 128 213 84 340 8 432 1063 Total 44 29 46 119 56 978 336 1370 263 28 323 614 236 1464 37 1737 3840 08:00 AM 6 3 8 17 10 279 77 366 76 8 86 170 85 372 10 467 1020 08:15 AM 5 8 13 26 17 196 64 277 81 7 53 141 57 300 3 360 804 08:30 AM 1 11 13 25 15 212 70 297 80 5 34 119 41 267 3 311 752 08:45 AM 1 9 12 22 14 185 78 277 116 9 33 158 25 228 2 255 712 Total 13 31 46 90 56 872 289 1217 353 29 206 588 208 1167 18 1393 3288 Grand Total 57 60 92 209 112 1850 625 2587 616 57 529 1202 444 2631 55 3130 7128 Apprch % 27.3 28.7 44.0 4.3 71.5 24.2 51.2 4.7 44.0 14.2 84.1 1.8 Total % 0.8 0.8 1.3 2.9 1.6 26.0 8.8 36.3 8.6 0.8 7.4 16.9 6.2 36.9 0.8 43.9 Taylor Loop Road Highway 10 Highway 10 Taylor Loop Road Right 57 Thru 60 Left 92 InOut Total 224 209 433 Right112 Thru1850 Left625 OutTotalIn3339 2587 5926 Left 529 Thru 57 Right 616 Out TotalIn 1129 1202 2331 Left55 Thru2631 Right444 TotalOutIn2436 3130 5566 5/18/2017 7:00:00 AM 5/18/2017 8:45:00 AM AM Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : AM-TM Site Code : 00000000 Start Date : 05/18/2017 Page No : 2 AM Hour Turning Movment Count Data Highway 10 and Taylor Loop Road Little Rock, Arkansas P-1628 Taylor Loop Road From North Highway 10 From East Taylor Loop Road From South Highway 10 From West Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total Peak Hour From 07:00 AM to 08:45 AM - Peak 1 of 1 Intersection 07:15 AM Volume 44 30 42 116 52 1085 355 1492 288 34 372 694 289 1428 40 1757 4059 Percent 37.9 25.9 36.2 3.5 72.7 23.8 41.5 4.9 53.6 16.4 81.3 2.3 07:45 Volume 8 13 13 34 18 278 88 384 77 8 128 213 84 340 8 432 1063 Peak Factor 0.955 High Int. 07:45 AM 07:30 AM 07:45 AM 08:00 AM Volume 8 13 13 34 14 283 102 399 77 8 128 213 85 372 10 467 Peak Factor 0.853 0.935 0.815 0.941 Taylor Loop Road Highway 10 Highway 10 Taylor Loop Road Right 44 Thru 30 Left 42 InOut Total 126 116 242 Right52 Thru1085 Left355 OutTotalIn1758 1492 3250 Left 372 Thru 34 Right 288 Out TotalIn 674 694 1368 Left40 Thru1428 Right289 TotalOutIn1501 1757 3258 5/18/2017 7:15:00 AM 5/18/2017 8:00:00 AM AM Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : PM-TM Site Code : 00000000 Start Date : 05/17/2017 Page No : 1 PM Hour Turning Movment Count Data Highway 10 and Taylor Loop Road Little Rock, Arkansas P-1628 Groups Printed- PM Count Data Taylor Loop Road From North Highway 10 From East Taylor Loop Road From South Highway 10 From West Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total Factor 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 04:00 PM 1 13 16 30 21 238 83 342 97 14 36 147 53 282 2 337 856 04:15 PM 2 13 15 30 15 256 90 361 96 7 52 155 66 207 1 274 820 04:30 PM 1 9 12 22 10 266 91 367 107 9 54 170 47 208 11 266 825 04:45 PM 5 13 8 26 19 236 102 357 109 7 67 183 52 189 14 255 821 Total 9 48 51 108 65 996 366 1427 409 37 209 655 218 886 28 1132 3322 05:00 PM 3 10 21 34 21 302 132 455 109 4 54 167 76 234 6 316 972 05:15 PM 2 8 11 21 16 285 107 408 108 13 49 170 75 189 8 272 871 05:30 PM 2 16 12 30 15 310 125 450 98 12 47 157 58 213 3 274 911 05:45 PM 4 11 10 25 27 284 92 403 108 15 62 185 61 221 2 284 897 Total 11 45 54 110 79 1181 456 1716 423 44 212 679 270 857 19 1146 3651 Grand Total 20 93 105 218 144 2177 822 3143 832 81 421 1334 488 1743 47 2278 6973 Apprch % 9.2 42.7 48.2 4.6 69.3 26.2 62.4 6.1 31.6 21.4 76.5 2.1 Total % 0.3 1.3 1.5 3.1 2.1 31.2 11.8 45.1 11.9 1.2 6.0 19.1 7.0 25.0 0.7 32.7 Taylor Loop Road Highway 10 Highway 10 Taylor Loop Road Right 20 Thru 93 Left 105 InOut Total 272 218 490 Right144 Thru2177 Left822 OutTotalIn2680 3143 5823 Left 421 Thru 81 Right 832 Out TotalIn 1403 1334 2737 Left47 Thru1743 Right488 TotalOutIn2618 2278 4896 5/17/2017 4:00:00 PM 5/17/2017 5:45:00 PM PM Count Data North Peters & Associates Engineers, Inc. Peak Hour Turning Movement Count Data File Name : PM-TM Site Code : 00000000 Start Date : 05/17/2017 Page No : 2 PM Hour Turning Movment Count Data Highway 10 and Taylor Loop Road Little Rock, Arkansas P-1628 Taylor Loop Road From North Highway 10 From East Taylor Loop Road From South Highway 10 From West Start Time Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Right Thru Left App. Total Int. Total Peak Hour From 04:00 PM to 05:45 PM - Peak 1 of 1 Intersection 05:00 PM Volume 11 45 54 110 79 1181 456 1716 423 44 212 679 270 857 19 1146 3651 Percent 10.0 40.9 49.1 4.6 68.8 26.6 62.3 6.5 31.2 23.6 74.8 1.7 05:00 Volume 3 10 21 34 21 302 132 455 109 4 54 167 76 234 6 316 972 Peak Factor 0.939 High Int. 05:00 PM 05:00 PM 05:45 PM 05:00 PM Volume 3 10 21 34 21 302 132 455 108 15 62 185 76 234 6 316 Peak Factor 0.809 0.943 0.918 0.907 Taylor Loop Road Highway 10 Highway 10 Taylor Loop Road Right 11 Thru 45 Left 54 InOut Total 142 110 252 Right79 Thru1181 Left456 OutTotalIn1334 1716 3050 Left 212 Thru 44 Right 423 Out TotalIn 771 679 1450 Left19 Thru857 Right270 TotalOutIn1404 1146 2550 5/17/2017 5:00:00 PM 5/17/2017 5:45:00 PM PM Count Data North Capacity & Level of Service Calculations AM Peak Existing 1/14/2020 Taylor Loop37234288Cantrell 40 1428 289 C an trel l 355 1085 52Taylor Loop423044 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 EX AM EJP Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 40 1428 289 355 1085 52 372 34 288 42 30 44 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (ft) 200 150 350 150 250 0 150 150 Storage Lanes 1 1 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 Frt 0.850 0.993 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1676 3353 1500 1676 3329 0 1593 1676 1500 1676 1765 1500 Flt Permitted 0.226 0.056 0.950 0.950 Satd. Flow (perm) 399 3353 1500 99 3329 0 1593 1676 1500 1676 1765 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 117 7 307 65 Link Speed (mph) 45 45 30 30 Link Distance (ft) 666 480 720 727 Travel Time (s) 10.1 7.3 16.4 16.5 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)0% Lane Group Flow (vph) 43 1552 314 386 1236 0 404 37 313 46 33 48 Turn Type Perm NA Perm pm+pt NA Split NA Perm Split NA Perm Protected Phases 8 7 4 6 6 2 2 Permitted Phases 8 8 4 6 2 Detector Phase 8 8 8 7 4 6 6 6 2 2 2 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 71.0 71.0 71.0 30.0 101.0 39.0 39.0 39.0 10.0 10.0 10.0 Total Split (%) 47.3% 47.3% 47.3% 20.0% 67.3% 26.0% 26.0% 26.0% 6.7% 6.7% 6.7% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode C-Max C-Max C-Max None C-Max Max Max Max Max Max Max Act Effct Green (s) 67.0 67.0 67.0 97.0 97.0 35.0 35.0 35.0 6.0 6.0 6.0 Actuated g/C Ratio 0.45 0.45 0.45 0.65 0.65 0.23 0.23 0.23 0.04 0.04 0.04 v/c Ratio 0.24 1.04 0.43 1.15 0.57 1.09 0.09 0.54 0.69 0.47 0.39 Control Delay 30.4 73.7 19.1 137.3 16.1 125.2 46.1 8.8 115.0 92.2 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.4 73.7 19.1 137.3 16.1 125.2 46.1 8.8 115.0 92.2 17.5 LOS C E B F B F D A F F B Approach Delay 63.8 44.9 73.0 72.2 Approach LOS E D E E Queue Length 50th (ft) 26 ~857 127 ~393 335 ~466 30 5 45 32 0 Queue Length 95th (ft) 59 #996 210 #607 396 #690 64 90 #117 #71 28 Internal Link Dist (ft) 586 400 640 647 Turn Bay Length (ft) 200 150 350 250 150 150 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 EX AM EJP Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Base Capacity (vph) 178 1497 734 337 2155 371 391 585 67 70 122 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.24 1.04 0.43 1.15 0.57 1.09 0.09 0.54 0.69 0.47 0.39 Intersection Summary Area Type: Other Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 4:WBTL and 8:EBTL, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.15 Intersection Signal Delay: 58.7 Intersection LOS: E Intersection Capacity Utilization 90.9% ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Taylor Loop & Cantrell PM Peak Existing 1/14/2020 Taylor Loop21244423Cantrell 19 857 270 C an trel l 456 1181 79Taylor Loop544511 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 PM EX EJP Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 19 857 270 456 1181 79 212 44 423 54 45 11 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (ft) 200 150 350 150 250 0 150 150 Storage Lanes 1 1 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 Frt 0.850 0.991 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1676 3353 1500 1676 3323 0 1593 1676 1500 1676 1765 1500 Flt Permitted 0.198 0.126 0.950 0.950 Satd. Flow (perm) 349 3353 1500 222 3323 0 1593 1676 1500 1676 1765 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 152 10 460 65 Link Speed (mph) 45 45 30 30 Link Distance (ft) 607 497 720 727 Travel Time (s) 9.2 7.5 16.4 16.5 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)0% Lane Group Flow (vph) 21 932 293 496 1370 0 230 48 460 59 49 12 Turn Type Perm NA Perm pm+pt NA Split NA Perm Split NA Perm Protected Phases 8 7 4 6 6 2 2 Permitted Phases 8 8 4 6 2 Detector Phase 8 8 8 7 4 6 6 6 2 2 2 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 55.0 55.0 55.0 50.0 105.0 33.0 33.0 33.0 12.0 12.0 12.0 Total Split (%) 36.7% 36.7% 36.7% 33.3% 70.0% 22.0% 22.0% 22.0% 8.0% 8.0% 8.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode C-Max C-Max C-Max None C-Max Max Max Max Max Max Max Act Effct Green (s) 55.9 55.9 55.9 101.0 101.0 29.0 29.0 29.0 8.0 8.0 8.0 Actuated g/C Ratio 0.37 0.37 0.37 0.67 0.67 0.19 0.19 0.19 0.05 0.05 0.05 v/c Ratio 0.16 0.75 0.45 0.91 0.61 0.75 0.15 0.70 0.66 0.52 0.09 Control Delay 38.6 46.5 19.7 55.6 14.9 73.1 51.8 10.5 102.2 89.0 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 38.6 46.5 19.7 55.6 14.9 73.1 51.8 10.5 102.2 89.0 1.2 LOS D D B E B E D B F F A Approach Delay 40.0 25.7 32.7 86.7 Approach LOS D C C F Queue Length 50th (ft) 14 430 103 364 363 226 41 0 58 48 0 Queue Length 95th (ft) 39 527 197 #545 426 #348 84 111 #130 #96 0 Internal Link Dist (ft) 527 417 640 647 Turn Bay Length (ft) 200 150 350 250 150 150 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 PM EX EJP Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Base Capacity (vph) 129 1249 654 595 2240 307 324 661 89 94 141 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.75 0.45 0.83 0.61 0.75 0.15 0.70 0.66 0.52 0.09 Intersection Summary Area Type: Other Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 4:WBTL and 8:EBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 33.4 Intersection LOS: C Intersection Capacity Utilization 75.8% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Taylor Loop & Cantrell AM Peak Projected 1/14/2020 Existing Geometry Taylor Loop37238288Cantrell 50 1428 289 Cantrell 355 1085 63Taylor Loop874584 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 AM Projected EJP Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 50 1428 289 355 1085 63 372 38 288 87 45 84 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (ft) 200 150 350 150 250 0 150 150 Storage Lanes 1 1 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 Frt 0.850 0.992 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1676 3353 1500 1676 3326 0 1593 1676 1500 1676 1765 1500 Flt Permitted 0.224 0.069 0.950 0.950 Satd. Flow (perm) 395 3353 1500 122 3326 0 1593 1676 1500 1676 1765 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 139 11 313 118 Link Speed (mph) 45 45 30 30 Link Distance (ft) 666 491 720 727 Travel Time (s) 10.1 7.4 16.4 16.5 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)0% Lane Group Flow (vph) 54 1552 314 386 1247 0 404 41 313 95 49 91 Turn Type Perm NA Perm pm+pt NA Split NA Perm Split NA Perm Protected Phases 8 7 4 6 6 2 2 Permitted Phases 8 8 4 6 2 Detector Phase 8 8 8 7 4 6 6 6 2 2 2 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.0 22.0 22.0 11.0 22.0 11.0 11.0 11.0 11.0 11.0 11.0 Total Split (s) 56.0 56.0 56.0 33.0 89.0 20.0 20.0 20.0 11.0 11.0 11.0 Total Split (%) 46.7% 46.7% 46.7% 27.5% 74.2% 16.7% 16.7% 16.7% 9.2% 9.2% 9.2% Yellow Time (s) 4.5 4.5 4.5 4.5 4.5 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.5 5.5 5.5 5.5 5.5 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode C-Max C-Max C-Max None C-Max Max Max Max Max Max Max Act Effct Green (s) 52.3 52.3 52.3 83.5 83.5 15.0 15.0 15.0 6.0 6.0 6.0 Actuated g/C Ratio 0.44 0.44 0.44 0.70 0.70 0.12 0.12 0.12 0.05 0.05 0.05 v/c Ratio 0.31 1.06 0.43 0.93 0.54 2.03 0.20 0.68 1.14 0.56 0.49 Control Delay 29.7 75.4 15.0 63.4 9.8 508.5 49.8 13.5 193.4 79.5 13.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.7 75.4 15.0 63.4 9.8 508.5 49.8 13.5 193.4 79.5 13.7 LOS C E B E A F D B F E B Approach Delay 64.2 22.5 279.3 100.1 Approach LOS E C F F Queue Length 50th (ft) 28 ~717 90 240 220 ~516 30 0 ~86 38 0 Queue Length 95th (ft) 66 #857 169 #416 270 #725 68 90 #198 #92 32 Internal Link Dist (ft) 586 411 640 647 Turn Bay Length (ft) 200 150 350 250 150 150 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 AM Projected EJP Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Base Capacity (vph) 172 1462 732 441 2317 199 209 461 83 88 187 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.31 1.06 0.43 0.88 0.54 2.03 0.20 0.68 1.14 0.56 0.49 Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 4:WBTL and 8:EBTL, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordinated Maximum v/c Ratio: 2.03 Intersection Signal Delay: 86.9 Intersection LOS: F Intersection Capacity Utilization 94.4% ICU Level of Service F Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Taylor Loop & Cantrell PM Peak Projected 1/14/2020 Existing Geometry Taylor Loop21259423Cantrell 59 857 270 Ca nt re ll 456 11 81 12 4Taylor Loop785376 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 PM Projected EJP Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 59 857 270 456 1181 124 212 59 423 78 53 76 Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 Storage Length (ft) 200 150 350 150 250 0 150 150 Storage Lanes 1 1 1 0 1 1 1 1 Taper Length (ft) 25 25 25 25 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 Frt 0.850 0.986 0.850 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1676 3353 1500 1676 3306 0 1593 1676 1500 1676 1765 1500 Flt Permitted 0.188 0.121 0.950 0.950 Satd. Flow (perm) 332 3353 1500 214 3306 0 1593 1676 1500 1676 1765 1500 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 153 16 460 83 Link Speed (mph) 45 45 30 30 Link Distance (ft) 607 486 720 727 Travel Time (s) 9.2 7.4 16.4 16.5 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Shared Lane Traffic (%)0% Lane Group Flow (vph) 64 932 293 496 1419 0 230 64 460 85 58 83 Turn Type Perm NA Perm pm+pt NA Split NA Perm Split NA Perm Protected Phases 8 7 4 6 6 2 2 Permitted Phases 8 8 4 6 2 Detector Phase 8 8 8 7 4 6 6 6 2 2 2 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 10.0 10.0 10.0 10.0 10.0 10.0 Total Split (s) 56.0 56.0 56.0 47.0 103.0 32.0 32.0 32.0 15.0 15.0 15.0 Total Split (%) 37.3% 37.3% 37.3% 31.3% 68.7% 21.3% 21.3% 21.3% 10.0% 10.0% 10.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Recall Mode C-Max C-Max C-Max None C-Max Max Max Max Max Max Max Act Effct Green (s) 54.9 54.9 54.9 99.0 99.0 28.0 28.0 28.0 11.0 11.0 11.0 Actuated g/C Ratio 0.37 0.37 0.37 0.66 0.66 0.19 0.19 0.19 0.07 0.07 0.07 v/c Ratio 0.53 0.76 0.45 0.93 0.65 0.77 0.21 0.70 0.70 0.45 0.45 Control Delay 58.0 47.4 19.7 61.7 16.7 76.2 53.7 10.8 96.0 78.2 20.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 58.0 47.4 19.7 61.7 16.7 76.2 53.7 10.8 96.0 78.2 20.4 LOS E D B E B E D B F E C Approach Delay 41.6 28.4 34.4 63.7 Approach LOS D C C E Queue Length 50th (ft) 51 434 103 376 403 228 56 0 83 55 0 Queue Length 95th (ft) 112 521 194 #583 475 #360 104 112 #165 105 55 Internal Link Dist (ft) 527 406 640 647 Turn Bay Length (ft) 200 150 350 250 150 150 Lanes, Volumes, Timings 1: Taylor Loop & Cantrell 1/14/2020 PM Projected EJP Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Base Capacity (vph) 121 1226 645 560 2187 297 312 654 122 129 186 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.53 0.76 0.45 0.89 0.65 0.77 0.21 0.70 0.70 0.45 0.45 Intersection Summary Area Type: Other Cycle Length: 150 Actuated Cycle Length: 150 Offset: 0 (0%), Referenced to phase 4:WBTL and 8:EBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 35.4 Intersection LOS: D Intersection Capacity Utilization 76.2% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 1: Taylor Loop & Cantrell