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