Traffic Congestion Memo: Route 63 – NVCOG CT – Naugatuck Valley Council of Governments

BEACON FALLS • BETHLEHEM • CHESHIRE • MIDDLEBURY • NAUGATUCK • OXFORD • PROSPECT • SOUTHBURY • THOMASTON • WATERBURY • WATERTOWN • WOLCOTT • WOODBURY August 19, 2013 MEMORANDUM 081913 To: Barbara Ricozzi, CT DOT cc: Robert Mezzo, Mayor, Borough of Naugatuck Jim Stewart, Public Works Director, Borough of Naugatuck Chris Edson, Chief of Police and Local Traffic Authority, Borough of Naugatuck Edgar Wynkoop, CT DOT From: Joe Perrelli, Senior Planner Subject: Route 63 and Rubber Avenue Intersection Operation Study, Borough of Naugatuck Introduction COGCNV staff studied the intersection of Route 63 and Rubber Avenue in Naugatuck to identify and address existing traffic operations and safety problems. Staff conducted turning movement counts in September 2011 and analyzed three years of accident data to propose improvements that would increas e safety and facilitate traffic flow. Study Area The Route 63 corridor is a vital connection from the Route 8 expressway to the commercial and residential areas on the west side of town, where 43% of the population resides in high and medium ‐density residential neighborhoods. Route 63 functions as a Prin cipal Arterial, providing inter ‐city trips between New Haven and Litchfield counties and direct connections to I‐ 84 in Middlebury and Route 8 in Naugatuck. Rubber Avenue, which is classified as an Urban Collector, hosts commercial destinations as well as the public works garage, the transfer station, and the high school. The recent reconstruction and widening of the Route 63 bridge over the Naugatuck River has increased motor vehicle traffic through this intersection. Future development in the downtown and the Rubber Avenue Design District will draw additional traffic through this intersection. A map of the intersection is included in Figure 1. Land uses in the adjacent area are primarily commercial and high‐density reside ntial. The intersection lies just south of the central business district and to the east of a major commercial corridor along Rubber Avenue. Commercial uses at the intersection include a social club, a gas 2 station/convenience store, a pharmacy, and a Dunkin’ Donuts, adding a number of access points to the functional area around the intersection. The functional area of an intersection includes the physical intersection as well as areas upstream and downstream of the intersection. According to the AASHTO Policy on Geometric Design (“The Green Book”), the functional area is influe nced by three variable elements, “(1) perception ‐reaction decision distance, (2) maneuver distance, and (3) queue ‐storage distance.” Driveways within the area create conflict points for traffic flow and increase the likelihood of collisions. Figure 1. Route 63 and Rubber Avenue Intersection 3 Figure 2. Views at the Intersection of Route 63 & Rubber Avenue: 2012 View on Route 63 from North of the Intersection View on Route 63 from South of the Intersection View on Rubber Avenue from West of the Intersection View on Rubber Avenue from East of the Intersection Source: Google Streetview on Route 63 and COGCNV Staff Photos on Rubber Ave. 4 Traffic Volumes Manual turning movement counts were conducted on a typical weekday morning (7:00 a.m. ‐ 9:00 a.m.) and afternoon (4:00 p.m. ‐ 6:00 p.m.) during peak periods in October 2011. The peak hours are 7:00 a.m. to 8:00 a.m and 5:00 p.m. ‐ 6:00 p.m. The morning and afternoon peak hour traffic volumes are presented in Appendix A. In addition to turning movement counts, average daily traffic (ADT) counts were obtained from CT DOT. In 2012, the ADTs on Route 63 were 8,500 vehicles per day (vpd) to the north of the intersection and 11,900 vpd to the south. Rubber Avenue saw 17,800 vpd to the west of th e intersection and 9,600 vpd to the east. 1,956 vehicles pass through the intersection during the peak hour (5:00 p.m. ‐ 6:00 p.m.). Accident Records The intersection of Route 63 and Rubber Avenue appears on CT DOT’s most current Suggested List of Surveillance Study Sites (SLOSSS), which covers the years from 2006 to 2008. SLOSSS identifies intersections and road segments that have more than 15 accidents during the three ‐ year period and an actual accident rate above a statistically ‐derived improbable accident rate. The actual accident rate is computed with the actual rate per million vehicles. The improbable accide nt rate is generated from accident rate data for similar locations in Connecticut. 1 21% of the collision occurred at commercial drives. While the impact of the driveway in each instance is unclear, at least seven accidents involved vehicles exiting commercial drives, five of which were labeled as Turning ‐Intersecting Paths. Figure 3 shows the layout of driveways within 250 feet of the intersection with markers indicating distance from the stop bar at each approach. For perspective, each of these markers falls at or just beyond the functional area of the intersection. The gas station on the northeast corner of the intersection has four separate bi ‐ directional access points that fall within the functional area of the intersection. During the afternoon peak hour, a gas station/convenience store generates an average of 105 trips, while Dunkin Donuts can generate 65 trips. These additional trips result in traffic, operation, safety, and capacity problems. 2 1 TASR and SLOSSS data are privileged information and not admissible in court, pursuant to Title 23 USC Section 409. 2 “Trip Generation: 8 th Edition,” Institute of Transportation Engineers. 2008. (p. 1898‐ 1899) 5 To get a more complete understanding of the types, severity, and patterns of accidents at this location, accident records from 2009 ‐2011 were obtained from the Crash Data Repository. During this period, there were a total of 47 accidents within the vicinity of the intersection divided among several accident types. Figure 4 shows a c ollision diagram for the intersection. The predominant accident types were rear ‐end collisions (27%) followed by those involving turning vehicles on intersecting paths (18%) and turning vehicles headed in opposite directions. Accidents involving turning vehicles made up 40% of the accidents at the intersection. While in the field conducting counts, staff observed a recurring problem of left ‐turning northbound vehicles gett ing blocking the intersection while awaiting a break in oncoming traffic. At the end of Phase 2, during the 2.0 second All‐Red interval, one or two of these vehicles will finish their left turn maneuver. As a result, these vehicles are usually still turning at the same time that the next phase starts up. The majority of the accidents occurred in clear (84%) and dry (82%) weather conditions in daylight (78%). Tables 1 to 3 below summarize accident characteristics based on type, contributing factor, and injury severity. Figure 3. Rubber Avenue and Route 63: Driveway Access within 250 feet 6 Source: Accident History: 2009‐2011, CT Crash Data Repository, www.ctcrash.uconn.edu Note: The position of crash symbols does not reflect the actual positioning of vehicles during a collision. Figure 4. Rubber Avenue and Route 63 Collision Diagram 2009 ‐2011 7 Table 1. Accidents by Collision Type: 2009‐2011 Type of Collision Count Percent Rear‐End 1430 Turning‐Intersecting Paths 715 Turning‐Opposite Direction 715 Angle 49 Sideswipe ‐Same Direction 49 Turning‐Same Direction 49 All Other 715 Total 47100 Table 2. Accidents by Contributing Factor: 2009 ‐2011 Contributing Factor Count Percent Following Too Closely 12 24 Failed to Grant Right of Way 10 20 Improper Passing Maneuver 5 10 Violated Traffic Control 5 10 All Other 15 27 Total 47 100 Table 3. Accidents by Injury Severity: 2009 ‐2011 Injury Severity Count Percent A‐Injury (Incapacitating Evident Injury) 1 2 B‐Injury (Non‐incapacitating Evident Injury) 1 2 C‐Injury (Possible Injury) 817 Property Damage Only 37 79 Total 47 100 8 Analysis of Existing Operations Level of Service (LOS) analyses were performed at the intersection to measure delay and volume ‐to ‐capacity ratios for the morning and afternoon peak hours. Level of Service for signalized intersections is defined in terms of vehicle delay, which is a measure of driver discomfort, frustration, fuel consumption, and lost travel time. The delay experi enced by a motorist is made up of a number of factors that relate to signal control, geometry, traffic flow, and incidents. It is dependent on the quality of progression, the cycle length, the green ratio, and the volume ‐to ‐capacity ratio for the lane group in question. There are six defined Leve ls of Service, with “A” being the most favorable and “F” being the worst. Based on our analysis of existing operations, the intersection operates at LOS E during the morning peak period and LOS F during the afternoon peak. According to the Highway Capacity Manual, LOS E i ndicates operations with delays between 55 to 80 seconds per vehicle, while LOS F indicates ≥ 80 seconds of delay. At LOS F, traffic flow is unstable and volumes reach or exceed capacity. Tables 4 and 5 provide a summary of LOS and delay by approach. Refer to Appendix B for reports on the analysis of existing operations. Table 4. Morning Peak Hour LOS Analysis Approach Lane Group v/c Ratio Delay by Lane Group (sec/veh) LOS by Lane Group Route 63 NB LTR 0.37 21.4 C Route 63 SB LTR 0.90 68.9 E Rubber Ave WB TR 0.93 78.4 E Rubber Ave WB L 0.36 47.9 D Rubber Ave EB TR 0.81 42.5 D Rubber Ave EB L 0.82 58.4 E Intersection 0.93 54.2 D Table 5. Afternoon Peak Hour LOS Analysis Approach Lane Group v/c Ratio Delay by Lane Group (sec/veh) LOS by Lane Group Route 63 NB LTR 0.79 32.2 C Route 63 SB LTR 0.81 52.4 D Rubber Ave WB TR 1.06 108.7 F Rubber Ave WB L 1.42 300.6 F Rubber Ave EB TR 1.09 102.1 F Rubber Ave EB L 1.04 114.9 F Intersection 1.42 85.8 F LTR ‐ Shared lane for Left, Thru, and Right turns TR ‐ Shared lane for Thru and Right turns 9 Proposed Improvements From observations in the field, the intersection seems to function at capacity. One issue is the presence of multiple commercial drives within the functional area of the intersection which creates conflicts between vehicles approaching the intersection and those that are entering/exiting the commercial properties. The highest concentrations of commercial drives are to the nor th of the intersection on Route 63 and to the west on Rubber Avenue. There is also an issue with NB left ‐turning vehicles on Route 63 getting stuck at the light as they await a break in oncoming traffic during Phase 2. It is strongly recommended that at least 1.0 additional second be added to the All‐ Red phase after Phase 2 to ensure safety of these persistent maneuvers. While the same situation was not apparent in the field for WB vehicles, the calculated control delay and accident history seem to show a need for increased all ‐red time to allow additional time for left ‐turning vehicles to clear the intersection at the end of the phase. Improvement Option A: Minimizing Operational Deficiencies Signal timing/optimization was considered as a near ‐term improvement option for the intersection, which currently operates at LOS F in the PM peak hour. The signal was optimized with the exclusive Ped phase included under two separate scenarios. One scenario kept the approaches “as they are,” switched to a dual ‐ring structure, and increased the cycle length from 117.5 seconds to 152 in an attempt to accommodate traffic volumes. The second scenario included an exclusive left turn lane for the NB approach, switched to a dual ‐ring structure, and reduced the cycle length to 109 seconds. The exclusive left turn lane reduces overall intersection delay better than the other alte rnative. It seems that the additional capacity on the NB approach frees up opportunities to dedicate more time to the other approaches during the cycle. Tables 6 through 7 provide a summary of LOS and delay for the alternative timings during the afternoon peak hour. The complete timing plans and analyses are included in Appendix B. Table 6. Alternative Timing: Afternoon Peak Hour LOS Analysis. Approach Lane Group v/c Ratio Delay by Lane Group (sec/veh) LOS by Lane Group Route 63 NB LTR 0.91 50.8 D Route 63 SB LTR 0.80 62.1 E Rubber Ave WB TR 0.84 69.3 E Rubber Ave WB L 0.99 149.5 F Rubber Ave EB TR 0.96 72.8 E Rubber Ave EB L 0.74 49.4 D Intersection 0.99 65.9 E 10 Safe Access is Good for Business (FHWA ‐HOP ‐ 06107). August 2006. (p. 2) Figure 5. Types of Traffic Conflicts Table 7. Alternative Timing with NB Left Lane: Afternoon Peak Hour LOS Analysis Approach Lane Group v/c Ratio Delay by Lane Group (sec/veh) LOS by Lane Group Route 63 NB TR 0.21 20.7 C Route 63 NB L 0.93 69.1 E Route 63 SB LTR 0.76 46.5 D Rubber Ave WB TR 0.67 37.2 D Rubber Ave WB L 0.82 78.7 E Rubber Ave EB TR 0.98 66.3 E Rubber Ave EB L 0.80 53.6 D Intersection 0.98 53.2 D LTR ‐ Shared lane for Left, Thru, and Right turns TR ‐ Shared lane for Thru and Right turns The exclusive pedestrian phase was left intact as a means of maintaining the same service level for pedestrian movements at the intersection. As a result, the overall intersection delay appears higher than in the field, where there may be around 8 ‐10 pedestrian calls during the peak hour. All red phases were either maintai ned or increased in some cases to improve the level of safety for vehicles attempting to clear the intersection at the end of a phase. Staff witnessed a number of vehicles blocking the intersection while waiting to complete a left turn maneuver. Improvement Option B: Access Management The numerous access points around the intersection create significant opportunities for conflicting maneuvers. Given the number of access points within the vicinity of the intersection, it will be challenging to maintain access to businesses while providing safer traffic flow. Simple access management techniques could be implemented, like adding sig nage and pavement markings at the one ‐way accesses and egresses to alert motorists of the configuration of each driveway. Figure 3 above shows the location of driveways that are one‐way. Still, additional measures can be taken to restrict traffic flow to and from each property in order to reduce the number of conflict points. Figure 5 shows different types of conflicts that can be experienced at ea ch driveway. Working with property owners in the area, it may be possible to coordinate traffic flow at each property so that the existing bi ‐directional driveways could be converted to one ‐way accesse s and egresses. As an alternative, left ‐turn prohibitions could be considered at each egress to further eliminate possible conflict points. Figure 6 shows the arrangement of conflict points that currently exist to the Diverging Merging Weaving Crossing Stopping / Queuing 11 Figure 6. Traffic Conflicts on Meadow Street Figure 7. Sketch of Area with Medians at Two Approaches north of the intersection on Meadow Street [Rte. 63] and how they would be reduced if a partial median were installed to limit left‐turn maneuvers at the driveways closest to the intersection. A slightly ‐raised median would act as a physical barrier to those making left‐turns out of the driveways on Route 63. It would also function as a traffic calming element, causing motorists to approach the intersection with more caution and be more mindful of vehicles turning in and out of the surrounding properties. Figure 7 shows a sketch of the area with medians to the north and east of the intersection. These locations were selected because of their traffic volumes, alignment, and accident histories. The medians serve to reinforce left ‐turn prohibitions from adjacent driveways, while keeping the curb cuts open. Note that both medians in the sketch end before the driveways that are further from the intersection, leaving open the possibility to make left‐turns in and out of those driveways. The medians can be extended to re strict left‐turns to and from the driveways that are further out, but this would result in a greater disruption in business access. Extending the medians would be the most restrictive method of access management in the area short of closing existing curb cuts, whic h would require a great deal of cooperation from the property owner. Appendix A: Peak Period Traffic Counts: AM/PM RightThru Left Trucks Approach Total Right ThruLeft Trucks Approach Total Right ThruLeft Trucks Approach Total Right ThruLeftApproach Total 7:00 22 54 5 0 81 4 78 10 0 92 7 15 42 0 64 58 48 48 154 391 7:15 12 52 5 2 69 4 39 12 0 55 6 18 24 0 48 61 63 39 163 335 7:30 24 61 9 0 94 1 33 10 0 44 8 24 30 1 62 49 36 26 111 311 7:45 26 49 3 0 78 7 41 10 0 58 9 19 28 1 56 48 42 53 143 335 8:00 25 65 10 1 100 2 30 10 1 42 6 16 30 1 52 53 38 27 118 312 8:15 28 50 8 0 86 8 33 7 0 48 6 19 29 1 54 42 42 34 118 306 8:30 35 41 15 1 91 5 43 16 1 64 23 16 36 2 75 43 54 36 133 363 8:45 30 45 11 1 86 5 45 9 0 59 12 17 32 1 61 39 59 45 143 349 Peak Hour Totals 84 216 22 322 16 191 42 30 76 124230 216 189 166 571 1372 Right Thru Left Trucks Approach Total Right ThruLeft Trucks Approach Total Right ThruLeft Trucks Approach Total Right ThruLeftApproach Total 4:00 27 49 12 2 88 1 73 13 0 87 5 20 52 0 77 47 78 28 153 405 4:15 41 59 4 1 104 6 81 17 1 104 10 22 75 0 107 49 67 30 146 461 4:30 37 42 7 0 86 8 90 3 0 101 14 31 84 0 129 46 67 26 139 455 4:45 35 52 7 0 94 6 76 13 0 95 11 33 66 2 110 48 66 33 147 446 5:00 42 55 3 0 100 6 92 17 1 115 14 26 68 1 108 37 71 36 144 467 5:15 47 56 0 1 103 3 91 15 0 109 13 37 81 1 131 64 78 26 168 511 5:30 31 60 8 0 99 1 86 18 1 105 6 29 76 0 111 74 74 40 188 503 5:45 42 47 12 0 101 5 88 21 0 114 10 35 68 1 113 38 70 39 147 475 Peak Hour Totals 162 218 23 403 15 357 71 443 43 127 293 463 213 293 141 647 1956 Peak Hour Route 63 at Rubber Avenue, Naugatuck Thursday, October 6, 2011 7:00 ‐ 9:00 A.M. Time Rte 63/Meadow St SB Rte 63/Cherry St NB Rubber Ave WB Rubber Ave EB Int. Total Route 63 at Rubber Avenue, Naugatuck Thursday, October 13, 2011 4:00 ‐ 6:00 P.M. Time Rte 63/Meadow St SB Rte 63/Cherry St NB Rubber Ave EB Int. Total Rubber Ave WB Appendix B: Synchro Analysis of Existing Operations: AM/PM Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/13/2013 Rbe 63 f Rubber, Naugabuuck 6/28/2013 Model-uAM Synchro 8 Lighb Reporb Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurabions Volume (vph) 166 189 216 42 191 16 124 76 30 22 216 84 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Widbh (fb) 10 10 8 10 10 8 8 16 8 8 16 8 Sborage Lengbh (fb) 2500 250 0 0 0 00 Sborage Lanes 10 1 0 00 00 Taper Lengbh (fb) 25252525 Lane Ubil. Facbor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frb 0.9200.9890.9830.965 Flb Probecbed 0.9500.950 0.9740.997 Sabd. Flow (prob) 1652 1599 0 1652 1719 0 0 2021 0 0 2031 0 Flb Permibbed0.1870.383 0.3300.958 Sabd. Flow (perm) 325 1599 0 666 1719 0 0 685 0 0 1952 0 Righb Turn on Red YesYesYesYes Sabd. Flow (RTOR) 523715 Link Speed (mph) 25252525 Link Disbance (fb) 460501559466 Travel Time (s) 12.513.715.212.7 Peak Hour Facbor 0.78 0.82 0.82 0.88 0.63 0.63 0.90 0.90 0.90 0.86 0.86 0.86 Adj. Flow (vph) 213 230 263 48 303 25 138 84 33 26 251 98 Shared Lane Traffic (%) Lane Group Flow (vph) 213 493 0 48 328 0 0 255 0 0 375 0 Enber Blocked Inbersecbion No No No No No No No No No No No No Lane Alignmenb Lefb Lefb Righb Lefb Lefb Righb Lefb Lefb Righb Lefb Lefb Righb Median Widbh(fb) 1010 00 Link Offseb(fb) 0000 Crosswalk Widbh(fb) 16161616 Two way Lefb Turn Lane Headway Facbor 1.09 1.09 1.20 1.09 1.09 1.20 1.20 0.85 1.20 1.20 0.85 1.20 Turning Speed (mph) 15 9 159 159 159 Number of Debecbors 3 33 31 11 1 Debecbor Templabe Lefb Lefb Leading Debecbor (fb) 28 28 28 28 20 20620 206 Trailing Debecbor (fb) 0 00 00 2000 200 Debecbor 1 Posibion(fb) 0 00 00 2000 200 Debecbor 1 Size(fb) 6 66 620 6 20 6 Debecbor 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Debecbor 1 Channel Debecbor 1 Exbend (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Debecbor 1 Queue (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Debecbor 1 Delay (s) 0.0 0.00.0 0.00.0 0.00.0 0.0 Debecbor 2 Posibion(fb) 12 12 12 12 Debecbor 2 Size(fb) 6 66 6 Debecbor 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Debecbor 2 Channel Debecbor 2 Exbend (s) 0.0 0.0 0.0 0.0 Debecbor 3 Posibion(fb) 22 22 22 22 Debecbor 3 Size(fb)6 66 6 Debecbor 3 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/13/2013 Rbe 63 f Rubber, Naugabuuck 6/28/2013 Model-uAM Synchro 8 Lighb Reporb Page 2 Lane Group ø3 Lane Configurabions Volume (vph) Ideal Flow (vphpl) Lane Widbh (fb) Sborage Lengbh (fb) Sborage Lanes Taper Lengbh (fb) Lane Ubil. Facbor Frb Flb Probecbed Sabd. Flow (prob) Flb Permibbed Sabd. Flow (perm) Righb Turn on Red Sabd. Flow (RTOR) Link Speed (mph) Link Disbance (fb) Travel Time (s) Peak Hour Facbor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enber Blocked Inbersecbion Lane Alignmenb Median Widbh(fb) Link Offseb(fb) Crosswalk Widbh(fb) Two way Lefb Turn Lane Headway Facbor Turning Speed (mph) Number of Debecbors Debecbor Templabe Leading Debecbor (fb) Trailing Debecbor (fb) Debecbor 1 Posibion(fb) Debecbor 1 Size(fb) Debecbor 1 Type Debecbor 1 Channel Debecbor 1 Exbend (s) Debecbor 1 Queue (s) Debecbor 1 Delay (s) Debecbor 2 Posibion(fb) Debecbor 2 Size(fb) Debecbor 2 Type Debecbor 2 Channel Debecbor 2 Exbend (s) Debecbor 3 Posibion(fb) Debecbor 3 Size(fb) Debecbor 3 Type Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/13/2013 Rbe 63 f Rubber, Naugabuuck 6/28/2013 Model-uAM Synchro 8 Lighb Reporb Page 3 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Debecbor 3 Channel Debecbor 3 Exbend (s) 0.0 0.0 0.0 0.0 Turn Typepm+pb NA Perm NA pm+pb NA Perm NA Probecbed Phases 4 4 5 51 1 2 2 Permibbed Phases4 55 51 2 2 2 Debecbor Phase 4 55 51 22 2 Swibch Phase Minimum Inibial (s) 3.0 7.0 7.0 6.018.0 18.0 Minimum Splib (s) 7.820.8 20.8 9.123.7 23.7 Tobal Splib (s) 12.829.8 29.8 9.135.7 35.7 Tobal Splib (%) 10.9.4% 25.4% 7.7% 30.4% 30.4% Maximum Green (s) 8.025.0 25.0 6.030.0 30.0 Yellow Time (s) 3.03.0 3.03.0 3.7 3.7 All-Red Time (s) 1.81.8 1.80.1 2.0 2.0 Losb Time Adjusb (s) 0.00.0 0.0 0.0 Tobal Losb Time (s) 4.84.8 4.8 5.7 Lead/LagLeadLag Lag Lead Lag Lag Lead-Lag Opbimize? Yes Yes YesYes Yes Yes Vehicle Exbension (s) 1.0 2.0 2.00.2 3.5 3.5 Recall Mode NoneNone None MaxC-Min C-Min Walk Time (s) Flash Donb Walk (s) Pedesbrian Calls (#/hr) Acb Effcb Green (s) 37.7 42.5 24.0 24.057.924.3 Acbuabed g/C Rabio 0.32 0.360.20 0.20 0.490.21 v/c Rabio 0.82 0.810.36 0.93 0.370.90 Conbrol Delay 58.4 42.547.9 78.4 21.468.9 Queue Delay 0.0 0.00.0 0.0 0.00.0 Tobal Delay 58.4 42.547.9 78.4 21.468.9 LOS E DD E CE Approach Delay 47.374.521.468.9 Approach LOS DEC E Inbersecbion Summary Area Type:Obher Cycle Lengbh: 117.5 Acbuabed Cycle Lengbh: 11u7.5 Offseb: 9.1 (8%), Referenced bo puhase 2:NBSB, Sbarb of Greenu Nabural Cycle: 105 Conbrol Type: Acbuabed-Coourdinabed Maximum v/c Rabio: 0.93 Inbersecbion Signal Delay:u 54.2 Inbersecbion LOS: D Inbersecbion Capaciby Ubilizabuion 75.5% ICU Level of Service D Analysis Period (min) 15 Splibs and Phases: 3: Cherury/Meadow f Rubber Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/13/2013 Rbe 63 f Rubber, Naugabuuck 6/28/2013 Model-uAM Synchro 8 Lighb Reporb Page 4 Lane Group ø3 Debecbor 3 Channel Debecbor 3 Exbend (s) Turn Type Probecbed Phases 3 Permibbed Phases Debecbor Phase Swibch Phase Minimum Inibial (s) 7.0 Minimum Splib (s) 30.1 Tobal Splib (s) 30.1 Tobal Splib (%)26% Maximum Green (s) 26.0 Yellow Time (s) 4.0 All-Red Time (s) 0.1 Losb Time Adjusb (s) Tobal Losb Time (s) Lead/Lag Lead-Lag Opbimize? Vehicle Exbension (s) 3.0 Recall Mode None Walk Time (s)7.0 Flash Donb Walk (s) 19.0 Pedesbrian Calls (#/hr) 8 Acb Effcb Green (s) Acbuabed g/C Rabio v/c Rabio Conbrol Delay Queue Delay Tobal Delay LOS Approach Delay Approach LOS Inbersecbion Summary Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-PM Synchro 8 Light beport Page 1 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Lane Configurations Volume (vph) 141 293 213 71 357 15 293 127 43 23 218 1f2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 10 8 10 10 8 8 1f 8 8 1f 8 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.9370.9940.9870.94f Flt Protected 0.9500.950 0.9f90.997 Satd. Flow (prot) 1f52 1f29 0 1f52 1728 0 0 2019 0 0 1991 0 Flt Permitted 0.1750.182 0.2f30.948 Satd. Flow (perm) 304 1f29 0 31f 1728 0 0 548 0 0 1893 0 bight Turn on bed YesYesYesYes Satd. Flow (bTOb) 281422 Link Speed (mph) 25252525 Link Distance (ft) 4f05015594ff Travel Time (s) 12.513.715.212.7 Peak Hour Factor 0.79 0.85 0.85 0.85 0.95 0.95 0.88 0.88 0.88 0.98 0.98 0.98 Adj. Flow (vph) 178 345 251 84 37f 1f 333 144 49 23 222 1f5 Shared Lane Traffic (%) Lane Group Flow (vph) 178 59f 0 84 392 0 0 52f 0 0 410 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left bight Left Left bight Left Left bight Left Left bight Median Width(ft) 1010 00 Link Offset(ft) 0000 Crosswalk Width(ft) 1f1f1f1f Two way Left Turn Lane Headway Factor 1.09 1.09 1.20 1.09 1.09 1.20 1.20 0.85 1.20 1.20 0.85 1.20 Turning Speed (mph) 15 9 159 159 159 Number of Detectors 3 33 31 11 1 Detector Template Left Leading Detector (ft)28 2828 2820f 20f 20 0 Trailing Detector (ft) 0 00 0200 200 0 0 Detector 1 Position(ft) 0 00 0200 200 0 200 Detector 1 Size(ft) f ff ff f20 f Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Call Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Delay (s) 0.0 0.00.0 0.00.0 0.00.0 0.0 Detector 2 Position(ft) 12 12 12 12 Detector 2 Size(ft)f ff f Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Detector 3 Position(ft) 22 22 22 22 Detector 3 Size(ft) f ff f Detector 3 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 3 Channel Detector 3 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA Perm NA pm+pt NA Perm NA Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-PM Synchro 8 Light beport Page 2 Lane Group ø12 Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) bight Turn on bed Satd. Flow (bTOb) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Detector 3 Position(ft) Detector 3 Size(ft) Detector 3 Type Detector 3 Channel Detector 3 Extend (s) Turn Type Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-PM Synchro 8 Light beport Page 3 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Protected Phases 7 4 85 2 f Permitted Phases 4 482f Detector Phase 7 48 85 2f f Switch Phase Minimum Initial (s) 1.0 3.07.0 7.04.0 f.05.0 5.0 Minimum Split (s) 4.0 12.021.0 21.0 8.5 12.011.7 11.7 Total Split (s) 19.0 ff.047.0 47.010.0 5f.04f.0 4f.0 Total Split (%) 12.5% 43.4% 30.9% 30.9% f.f% 3f.8% 30.3% 30.3% Maximum Green (s) 1f.0 59.0 41.5 41.57.0 50.040.0 40.0 Yellow Time (s) 3.0 4.03.0 3.03.0 3.03.0 3.0 All-bed Time (s) 0.0 3.02.5 2.50.0 3.03.0 3.0 Lost Time Adjust (s) 0.0 0.00.0 0.0 0.00.0 Total Lost Time (s) 3.0 7.05.5 5.5 f.0f.0 Lead/Lag LeadLag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes YesYes Yes Yes Vehicle Extension (s) 1.0 1.0 2.0 2.03.0 0.23.5 3.5 becall Mode None None None None Max C-MaxMin Min Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) f0.0 5f.040.9 40.9 77.040.0 Actuated g/C batio 0.39 0.370.27 0.27 0.510.2f v/c batio 0.74 0.9f0.99 0.84 0.910.80 Control Delay 49.4 72.8 149.5 f9.3 50.8f2.1 Queue Delay 0.0 0.00.0 0.0 0.00.0 Total Delay 49.4 72.8 149.5 f9.3 50.8f2.1 LOS D EF E DE Approach Delay f7.483.450.8f2.1 Approach LOS EFD E Intersection Summary Area Type:Other Cycle Length: 152 Actuated Cycle Length: 152 Offset: 0 (0%), beferenced to &phase 2:NBTL, Start of Green Natural Cycle: 150 Control Type: Actuated-Coordin&ated Maximum v/c batio: 0.99 Intersection Signal Delay: f5.9 Intersection LOS: E Intersection Capacity Utiliz&ation 102.8% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 3: &Cherry/Meadow & bubber Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-PM Synchro 8 Light beport Page 4 Lane Group ø12 Protected Phases 12 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 7.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 20% Maximum Green (s) 2f.0 Yellow Time (s) 4.0 All-bed Time (s) 0.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 becall Mode None Walk Time (s) 7.0 Flash Dont Walk (s) 19.0 Pedestrian Calls (#/hr) 8 Act Effct Green (s) Actuated g/C batio v/c batio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary Appendix C: Results of Signal Optimization: AM/PM Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-AM Synchro 8 Light beport Page 1 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Lane Configurations Volume (vph) 1ff 189 21f 42 191 1f 124 7f 30 22 21f 84 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 10 8 10 10 8 8 1f 8 8 1f 8 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.9200.9880.9820.9f5 Flt Protected 0.9500.950 0.9740.997 Satd. Flow (prot) 1f52 1599 0 1f52 1718 0 0 2019 0 0 2031 0 Flt Permitted 0.3410.287 0.3800.9f3 Satd. Flow (perm) 593 1599 0 499 1718 0 0 788 0 0 19f2 0 bight Turn on bed YesYesYesYes Satd. Flow (bTOb) 443511 Link Speed (mph) 25252525 Link Distance (ft) 4f05015594ff Travel Time (s) 12.513.715.212.7 Peak Hour Factor 0.79 0.85 0.85 0.85 0.95 0.95 0.88 0.88 0.88 0.98 0.98 0.98 Adj. Flow (vph) 210 222 254 49 201 17 141 8f 34 22 220 8f Shared Lane Traffic (%) Lane Group Flow (vph) 210 47f 0 49 218 0 0 2f1 0 0 328 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left bight Left Left bight Left Left bight Left Left bight Median Width(ft) 1010 00 Link Offset(ft) 0000 Crosswalk Width(ft) 1f1f1f1f Two way Left Turn Lane Headway Factor 1.09 1.09 1.20 1.09 1.09 1.20 1.20 0.85 1.20 1.20 0.85 1.20 Turning Speed (mph) 15 9 159 159 159 Number of Detectors 3 33 31 11 1 Detector Template Left Leading Detector (ft)28 2828 2820f 20f 20 0 Trailing Detector (ft) 0 00 0200 200 0 0 Detector 1 Position(ft) 0 00 0200 200 0 200 Detector 1 Size(ft) f ff ff f20 f Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Call Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Delay (s) 0.0 0.00.0 0.00.0 0.00.0 0.0 Detector 2 Position(ft) 12 12 12 12 Detector 2 Size(ft)f ff f Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Detector 3 Position(ft) 22 22 22 22 Detector 3 Size(ft) f ff f Detector 3 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 3 Channel Detector 3 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA Perm NA pm+pt NA Perm NA Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-AM Synchro 8 Light beport Page 2 Lane Group ø12 Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) bight Turn on bed Satd. Flow (bTOb) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Detector 3 Position(ft) Detector 3 Size(ft) Detector 3 Type Detector 3 Channel Detector 3 Extend (s) Turn Type Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-AM Synchro 8 Light beport Page 3 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Protected Phases 7 4 85 2 f Permitted Phases 4 482f Detector Phase 7 48 85 2f f Switch Phase Minimum Initial (s) 1.0 3.07.0 7.04.0 f.05.0 5.0 Minimum Split (s) 4.0 12.021.0 21.0 8.5 12.011.7 11.7 Total Split (s) 19.0 ff.047.0 47.010.0 5f.04f.0 4f.0 Total Split (%) 12.5% 43.4% 30.9% 30.9% f.f% 3f.8% 30.3% 30.3% Maximum Green (s) 1f.0 59.0 41.5 41.57.0 50.040.0 40.0 Yellow Time (s) 3.0 4.03.0 3.03.0 3.03.0 3.0 All-bed Time (s) 0.0 3.02.5 2.50.0 3.03.0 3.0 Lost Time Adjust (s) 0.0 0.00.0 0.0 0.00.0 Total Lost Time (s) 3.0 7.05.5 5.5 f.0f.0 Lead/Lag LeadLag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes YesYes Yes Yes Vehicle Extension (s) 1.0 1.0 2.0 2.03.0 0.23.5 3.5 becall Mode None None None None Max C-MaxMin Min Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) 50.9 4f.930.1 30.1 8f.140.0 Actuated g/C batio 0.33 0.310.20 0.20 0.570.2f v/c batio 0.f9 0.910.49 0.f4 0.340.f3 Control Delay 49.5 f7.3f9.0 f2.5 24.253.8 Queue Delay 0.0 0.00.0 0.0 0.00.0 Total Delay 49.5 f7.3f9.0 f2.5 24.253.8 LOS D EE E CD Approach Delay f1.8f3.724.253.8 Approach LOS EEC D Intersection Summary Area Type:Other Cycle Length: 152 Actuated Cycle Length: 152 Offset: 0 (0%), beferenced to &phase 2:NBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordi&nated Maximum v/c batio: 0.91 Intersection Signal Delay: 54.1 Intersection LOS: D Intersection Capacity Utiliz&ation 79.8% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Ch&erry/Meadow & bubber Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/7/2013 bte f3 & bubber, Nauga&tuck f/28/2013 Opti&mized-AM Synchro 8 Light beport Page 4 Lane Group ø12 Protected Phases 12 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 7.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 20% Maximum Green (s) 2f.0 Yellow Time (s) 4.0 All-bed Time (s) 0.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 becall Mode None Walk Time (s) 7.0 Flash Dont Walk (s) 19.0 Pedestrian Calls (#/hr) 8 Act Effct Green (s) Actuated g/C batio v/c batio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM Synchro 8 Light beport Page 1 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Lane Configurations Volume (vph) 141 293 213 71 357 15 293 127 43 23 218 162 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 10 8 10 10 8 8 16 8 8 16 8 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.9370.9940.9870.946 Flt Protected 0.9500.950 0.9690.997 Satd. Flow (prot) 1652 1629 0 1652 1728 0 0 2019 0 0 1991 0 Flt Permitted 0.1700.185 0.2620.946 Satd. Flow (perm) 296 1629 0 322 1728 0 0 546 0 0 1889 0 bight Turn on bed YesYesYesYes Satd. Flow (bTOb) 281422 Link Speed (mph) 25252525 Link Distance (ft) 460501559466 Travel Time (s) 12.513.715.212.7 Peak Hour Factor 0.79 0.85 0.85 0.85 0.95 0.95 0.88 0.88 0.88 0.98 0.98 0.98 Adj. Flow (vph) 178 345 251 84 376 16 333 144 49 23 222 165 Shared Lane Traffic (%) Lane Group Flow (vph) 178 596 0 84 392 0 0 526 0 0 410 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left bight Left Left bight Left Left bight Left Left bight Median Width(ft) 1010 00 Link Offset(ft) 0000 Crosswalk Width(ft) 16161616 Two way Left Turn Lane Headway Factor 1.09 1.09 1.20 1.09 1.09 1.20 1.20 0.85 1.20 1.20 0.85 1.20 Turning Speed (mph) 15 9 159 159 159 Number of Detectors 3 33 31 11 1 Detector Template Left Leading Detector (ft)28 2828 28206 206 20 0 Trailing Detector (ft) 0 00 0200 200 0 0 Detector 1 Position(ft) 0 00 0200 200 0 200 Detector 1 Size(ft) 6 66 66 620 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Call Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Delay (s) 0.0 0.00.0 0.00.0 0.00.0 0.0 Detector 2 Position(ft) 12 12 12 12 Detector 2 Size(ft)6 66 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Detector 3 Position(ft) 22 22 22 22 Detector 3 Size(ft) 6 66 6 Detector 3 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 3 Channel Detector 3 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA Perm NA pm+pt NA Perm NA Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM Synchro 8 Light beport Page 2 Lane Group ø12 Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) bight Turn on bed Satd. Flow (bTOb) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Detector 3 Position(ft) Detector 3 Size(ft) Detector 3 Type Detector 3 Channel Detector 3 Extend (s) Turn Type Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM Synchro 8 Light beport Page 3 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Protected Phases 7 4 85 2 6 Permitted Phases 4 4826 Detector Phase 7 48 85 26 6 Switch Phase Minimum Initial (s) 1.0 3.07.0 7.04.0 6.05.0 5.0 Minimum Split (s) 4.0 12.021.0 21.0 8.5 12.011.7 11.7 Total Split (s) 19.0 66.047.0 47.010.0 56.046.0 46.0 Total Split (%) 12.5% 43.4% 30.9% 30.9% 6.6% 36.8% 30.3% 30.3% Maximum Green (s) 16.0 59.0 42.0 42.05.5 50.039.3 39.3 Yellow Time (s) 3.0 4.03.0 3.03.0 3.03.7 3.7 All-bed Time (s) 0.0 3.02.0 2.01.5 3.03.0 3.0 Lost Time Adjust (s) 0.0 0.00.0 0.0 0.00.0 Total Lost Time (s) 3.0 7.05.0 5.0 6.06.7 Lead/Lag LeadLag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes YesYes Yes Yes Vehicle Extension (s) 1.0 1.0 2.0 2.03.0 0.23.5 3.5 becall Mode None None None None Max C-MaxMin Min Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) 60.0 56.041.4 41.4 77.039.3 Actuated g/C batio 0.39 0.370.27 0.27 0.510.26 v/c batio 0.75 0.960.97 0.83 0.910.81 Control Delay 50.1 72.8 141.2 67.8 51.063.9 Queue Delay 0.0 0.00.0 0.0 0.00.0 Total Delay 50.1 72.8 141.2 67.8 51.063.9 LOS D EF E DE Approach Delay 67.680.751.063.9 Approach LOS EFD E Intersection Summary Area Type:Other Cycle Length: 152 Actuated Cycle Length: 152 Offset: 0 (0%), beferenced to uphase 2:NBTL, Start of Greeun Natural Cycle: 150 Control Type: Actuated-Coordinauted Maximum v/c batio: 0.97 Intersection Signal Delay: 65.7u Intersection LOS: E Intersection Capacity Utilizuation 103.0% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 3:u Cherry/Meadow f bubber Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM Synchro 8 Light beport Page 4 Lane Group ø12 Protected Phases 12 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 7.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 20% Maximum Green (s) 26.0 Yellow Time (s) 4.0 All-bed Time (s) 0.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 becall Mode None Walk Time (s) 7.0 Flash Dont Walk (s) 19.0 Pedestrian Calls (#/hr) 8 Act Effct Green (s) Actuated g/C batio v/c batio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-AM with NB Left Turun Synchro 8 Light beport Page 1 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Lane Configurations Volume (vph) 166 189 216 42 191 16 124 76 30 22 216 84 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 10 8 10 10 8 8 16 8 8 16 8 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.9200.9880.9570.965 Flt Protected 0.9500.9500.950 0.997 Satd. Flow (prot)1652 1599 0 1652 1718 0 1534 2020 0 0 2031 0 Flt Permitted 0.5650.1680.324 0.978 Satd. Flow (perm)982 1599 0 292 1718 0 523 2020 0 0 1992 0 bight Turn on bed YesYesYesYes Satd. Flow (bTOb) 59417 12 Link Speed (mph) 25252525 Link Distance (ft) 460501559466 Travel Time (s) 12.513.715.212.7 Peak Hour Factor 0.79 0.85 0.85 0.85 0.95 0.95 0.88 0.88 0.88 0.98 0.98 0.98 Adj. Flow (vph) 210 222 254 49 201 17 141 86 34 22 220 86 Shared Lane Traffic (%) Lane Group Flow (vph) 210 476 0 49 218 0 141 120 0 0 328 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left bight Left Left bight Left Left bight Left Left bight Median Width(ft) 1010 88 Link Offset(ft) 0000 Crosswalk Width(ft) 16161616 Two way Left Turn Lane Headway Factor 1.09 1.09 1.20 1.09 1.09 1.20 1.20 0.85 1.20 1.20 0.85 1.20 Turning Speed (mph) 15 9 159 159 159 Number of Detectors 3 33 31 11 1 Detector Template Left Leading Detector (ft)28 2828 28206 206 20 0 Trailing Detector (ft) 0 00 0200 200 0 0 Detector 1 Position(ft) 0 00 0200 200 0 200 Detector 1 Size(ft) 6 66 66 620 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Call Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Delay (s) 0.0 0.00.0 0.00.0 0.00.0 0.0 Detector 2 Position(ft) 12 12 12 12 Detector 2 Size(ft)6 66 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Detector 3 Position(ft) 22 22 22 22 Detector 3 Size(ft) 6 66 6 Detector 3 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 3 Channel Detector 3 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm NA Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-AM with NB Left Turun Synchro 8 Light beport Page 2 Lane Group ø12 Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) bight Turn on bed Satd. Flow (bTOb) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Detector 3 Position(ft) Detector 3 Size(ft) Detector 3 Type Detector 3 Channel Detector 3 Extend (s) Turn Type Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-AM with NB Left Turun Synchro 8 Light beport Page 3 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Protected Phases 7 43 85 2 6 Permitted Phases 4 4826 Detector Phase 7 43 85 26 6 Switch Phase Minimum Initial (s) 1.0 3.01.0 7.03.0 6.05.0 5.0 Minimum Split (s) 4.0 12.04.0 21.010.0 12.0 8.0 8.0 Total Split (s) 6.0 43.05.0 42.023.0 31.0 8.0 8.0 Total Split (%) 5.5% 39.4% 4.6% 38.5% 21.1% 28.4% 7.3% 7.3% Maximum Green (s) 3.0 39.02.0 37.017.0 25.0 5.0 5.0 Yellow Time (s) 3.0 2.03.0 3.03.0 3.03.0 3.0 All-bed Time (s) 0.0 2.00.0 2.03.0 3.00.0 0.0 Lost Time Adjust (s) 0.0 0.00.0 0.00.0 0.0 0.0 Total Lost Time (s)3.0 4.03.0 5.06.0 6.0 3.0 Lead/Lag Lead Lag Lead Lag LagLead Lead Lead-Lag Optimize? Yes Yes Yes YesYes Yes Yes Vehicle Extension (s) 1.0 1.0 3.0 2.01.0 0.23.5 3.5 becall Mode Min C-MinMax C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) 49.1 39.051.4 39.740.2 40.2 28.0 Actuated g/C batio 0.45 0.360.47 0.360.37 0.37 0.26 v/c batio0.42 0.780.18 0.350.51 0.16 0.63 Control Delay 20.7 37.617.5 27.638.3 22.8 43.1 Queue Delay0.0 0.00.0 0.00.0 0.0 0.0 Total Delay 20.7 37.617.5 27.638.3 22.8 43.1 LOSC DB CD C D Approach Delay 32.425.831.243.1 Approach LOS CCCD Intersection Summary Area Type:Other Cycle Length: 109 Actuated Cycle Length: 109 Offset: 0 (0%), beferenced to uphase 4:EBTL and 8:WBTL, Start uof Green Natural Cycle: 90 Control Type: Actuated-Coordiunated Maximum v/c batio: 0.78 Intersection Signal Delay: 33.u3 Intersection LOS: C Intersection Capacity Utilizuation 66.1% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: Cuherry/Meadow f bubber Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-AM with NB Left Turun Synchro 8 Light beport Page 4 Lane Group ø12 Protected Phases 12 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 7.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 28% Maximum Green (s) 26.0 Yellow Time (s) 4.0 All-bed Time (s) 0.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 becall Mode None Walk Time (s) 7.0 Flash Dont Walk (s) 19.0 Pedestrian Calls (#/hr) 8 Act Effct Green (s) Actuated g/C batio v/c batio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM with NB Left Turun Synchro 8 Light beport Page 1 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Lane Configurations Volume (vph) 141 293 213 71 357 15 293 127 43 23 218 162 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (ft) 10 10 8 10 10 8 8 16 8 8 16 8 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.9370.9940.9620.946 Flt Protected 0.9500.9500.950 0.997 Satd. Flow (prot)1652 1629 0 1652 1728 0 1534 2031 0 0 1991 0 Flt Permitted 0.2790.1180.256 0.978 Satd. Flow (perm)485 1629 0 205 1728 0 413 2031 0 0 1953 0 bight Turn on bed YesYesYesYes Satd. Flow (bTOb) 37215 23 Link Speed (mph) 25252525 Link Distance (ft) 460501559466 Travel Time (s) 12.513.715.212.7 Peak Hour Factor 0.79 0.85 0.85 0.85 0.95 0.95 0.88 0.88 0.88 0.98 0.98 0.98 Adj. Flow (vph) 178 345 251 84 376 16 333 144 49 23 222 165 Shared Lane Traffic (%) Lane Group Flow (vph) 178 596 0 84 392 0 333 193 0 0 410 0 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left bight Left Left bight Left Left bight Left Left bight Median Width(ft) 1010 88 Link Offset(ft) 0000 Crosswalk Width(ft) 16161616 Two way Left Turn Lane Headway Factor 1.09 1.09 1.20 1.09 1.09 1.20 1.20 0.85 1.20 1.20 0.85 1.20 Turning Speed (mph) 15 9 159 159 159 Number of Detectors 3 33 31 11 1 Detector Template Left Leading Detector (ft)28 2828 28206 206 20 0 Trailing Detector (ft) 0 00 0200 200 0 0 Detector 1 Position(ft) 0 00 0200 200 0 200 Detector 1 Size(ft) 6 66 66 620 6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Call Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.00.0 0.00.0 0.0 Detector 1 Delay (s) 0.0 0.00.0 0.00.0 0.00.0 0.0 Detector 2 Position(ft) 12 12 12 12 Detector 2 Size(ft)6 66 6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Detector 3 Position(ft) 22 22 22 22 Detector 3 Size(ft) 6 66 6 Detector 3 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 3 Channel Detector 3 Extend (s) 0.0 0.0 0.0 0.0 Turn Type pm+pt NA pm+pt NA pm+pt NA Perm NA Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM with NB Left Turun Synchro 8 Light beport Page 2 Lane Group ø12 Lane Configurations Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) bight Turn on bed Satd. Flow (bTOb) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Detector 3 Position(ft) Detector 3 Size(ft) Detector 3 Type Detector 3 Channel Detector 3 Extend (s) Turn Type Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM with NB Left Turun Synchro 8 Light beport Page 3 Lane Group EBL EBT EBb WBL WBT WBb NBL NBT NBb SBL SBT SBb Protected Phases 7 43 85 2 6 Permitted Phases 4 4826 Detector Phase 7 43 85 26 6 Switch Phase Minimum Initial (s) 1.0 3.01.0 7.03.0 6.05.0 5.0 Minimum Split (s) 4.0 12.04.0 21.010.0 12.0 8.0 8.0 Total Split (s) 6.0 43.05.0 42.023.0 31.0 8.0 8.0 Total Split (%) 5.5% 39.4% 4.6% 38.5% 21.1% 28.4% 7.3% 7.3% Maximum Green (s) 3.0 39.02.0 37.017.0 25.0 5.0 5.0 Yellow Time (s) 3.0 2.03.0 3.03.0 3.03.0 3.0 All-bed Time (s) 0.0 2.00.0 2.03.0 3.00.0 0.0 Lost Time Adjust (s) 0.0 0.00.0 0.00.0 0.0 0.0 Total Lost Time (s)3.0 4.03.0 5.06.0 6.0 3.0 Lead/Lag Lead Lag Lead Lag LagLead Lead Lead-Lag Optimize? Yes Yes Yes YesYes Yes Yes Vehicle Extension (s) 1.0 1.0 3.0 2.01.0 0.23.5 3.5 becall Mode Min C-MinMax C-Max None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) 43.0 39.041.0 37.049.0 49.0 29.0 Actuated g/C batio 0.39 0.360.38 0.340.45 0.45 0.27 v/c batio0.80 0.980.82 0.670.93 0.21 0.76 Control Delay 53.6 66.378.7 37.269.1 20.7 46.5 Queue Delay0.0 0.00.0 0.00.0 0.0 0.0 Total Delay 53.6 66.378.7 37.269.1 20.7 46.5 LOSD EE DE C D Approach Delay 63.444.651.346.5 Approach LOS ED DD Intersection Summary Area Type:Other Cycle Length: 109 Actuated Cycle Length: 109 Offset: 0 (0%), beferenced to uphase 4:EBTL and 8:WBTL, Start uof Green Natural Cycle: 140 Control Type: Actuated-Coordiunated Maximum v/c batio: 0.98 Intersection Signal Delay: 53.2u Intersection LOS: D Intersection Capacity Utilizuation 86.2% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 3: uCherry/Meadow f bubber Lanes, bolufes, TifinTgs 3: Cherry/Meadow & TRubber8/6/2013 bte 63 f bubber, Naugautuck 6/28/2013 Optiumized-PM with NB Left Turun Synchro 8 Light beport Page 4 Lane Group ø12 Protected Phases 12 Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 7.0 Minimum Split (s) 30.0 Total Split (s) 30.0 Total Split (%) 28% Maximum Green (s) 26.0 Yellow Time (s) 4.0 All-bed Time (s) 0.0 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Vehicle Extension (s) 3.0 becall Mode None Walk Time (s) 7.0 Flash Dont Walk (s) 19.0 Pedestrian Calls (#/hr) 8 Act Effct Green (s) Actuated g/C batio v/c batio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary