Madrona Residential
Traffic Study
July 2012
Prepared For: City of Brea
2073007120
Madrona Residential Traffic Study
City of Brea, CA
July 23, 2012
Prepared for:
City of Brea
1 Civic Center Circle
Brea, CA 92821
Submitted by:
Stantec Consulting Services Inc.
19 Technology Drive, Suite 200
Irvine, CA 92618
Prepared by:
Cassandra Carlin
Senior Transportation Planner
Stantec Consulting Services Inc.
Reviewed by:
Terry Austin
Principal
Stantec Consulting Services Inc.
i.1
Madrona Residential Traffic Study
Table of Contents
1.0 1.1 1.2 1.3 1.4 1.5 1.6 INTRODUCTION ................................................................................................................ 1.1 BACKGROUND AND SCOPE ............................................................................................ 1.1 METHODOLOGY................................................................................................................ 1.1 PERFORMANCE CRITERIA .............................................................................................. 1.3 CITY OF BREA NEXUS PROGRAM .................................................................................. 1.7 DEFINITIONS ..................................................................................................................... 1.7 REFERENCES ................................................................................................................... 1.8 2.0 PROJECT TRAFFIC CHARACTERISTICS ....................................................................... 2.1 2.1 LAND USE AND TRIP GENERATION ............................................................................... 2.1 2.2 TRIP DISTRIBUTION ......................................................................................................... 2.1 3.0 TRANSPORTATION SETTING .......................................................................................... 3.1 3.1 EXISTING CONDITIONS.................................................................................................... 3.1 3.2 FUTURE TRANSPORTATION SETTING ........................................................................... 3.1 4.0 4.1 4.2 4.3 4.4 TRAFFIC IMPACT ANALYSIS ........................................................................................... 4.1 EXISTING PLUS PROJECT ANALYSIS ............................................................................ 4.1 INTERIM YEAR ANALYSIS ................................................................................................ 4.1 LONG-RANGE ANALYSIS ................................................................................................. 4.6 MITIGATION ....................................................................................................................... 4.6 5.0 5.1 5.2 5.3 CARBON CANYON ROAD ANALYSIS ............................................................................. 5.1 CARBON CANYON ROAD ANALYSIS .............................................................................. 5.1 MITIGATION MEASURES – CARBON CANYON ROAD ................................................... 5.1 TRAFFIC FLOW AND SPEEDS ......................................................................................... 5.4 5.3.1 Sight Distance ...................................................................................................... 5.4 5.3.2 Gap Analysis ........................................................................................................ 5.6 Appendices
Appendix
Appendix
Appendix
Appendix
A: ADT Count Inventory
B: Intersection Capacity Utilization Worksheets
C: HCM Delay Worksheets
D: Carbon Canyon Road Speed and Volume Data
City of Brea
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i
MADRONA RESIDENTIAL TRAFFIC STUDY
Table of Contents
List of Figures
Figure 1-1 Study Area ...................................................................................................... 1.2 Figure 2-1 Trip Distribution ............................................................................................... 2.3 Figure 3-1 Existing ADT Volumes ...................................................................................... 3.2 Figure 3-2 Study Area Intersections................................................................................... 3.3 Figure
Figure
Figure
Figure
4-1
4-2
4-3
4-4
Existing plus Project ADT Volumes ..................................................................... 4.2 2017 ADT Volumes – With Project.................................................................... 4.4 2035 ADT Volumes – With Project.................................................................... 4.7 Intersection Location Map ................................................................................ 4.9 Figure 5-1 Carbon Canyon at Madrona Residential Main Entrance, Westbound Traffic Gaps
(7:00-8:00 AM) ......................................................................................... 5.8 Figure 5-2 Carbon Canyon at Madrona Residential Main Entrance, Westbound Traffic Gaps
(8:00-9:00 AM) ......................................................................................... 5.9 Figure 5-3 Carbon Canyon at Madrona Residential Main Entrance, Eastbound Traffic Gaps
(4:00-5:00 PM) ....................................................................................... 5.10 Figure 5-4 Carbon Canyon at Madrona Residential Main Entrance, Eastbound Traffic Gaps
(5:00-6:00 PM) ....................................................................................... 5.11 Figure B-1 Intersection Location Map .................................................................................B-3
City of Brea
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ii
MADRONA RESIDENTIAL TRAFFIC STUDY
Table of Contents
List of Tables
Table 1-1 Circulation System Performance Criteria ............................................................. 1.4 Table 1-2 Level of Service Descriptions – Signalized Intersections ......................................... 1.6 Table 2-1 Trip Generation Summary ................................................................................. 2.2 Table 3-1 ICU and Level of Service Summary – Existing Conditions ...................................... 3.4 Table 3-2 Existing and Future Lane Assumptions ................................................................. 3.5 Table 4-1 ICU and Level of Service Summary – Existing Plus Project Conditions ..................... 4.3 Table 4-2 ICU and LOS Summary – 2017 (No-Project and With Project Comparison) ............ 4.5 Table 4-3 ICU and LOS Summary – 2035 (No-Project and With Project Comparison) ............ 4.8 Table
Table
Table
Table
5-1
5-2
5-3
5-4
Carbon Canyon Road - ADT and Peak Hour Volumes .......................................... 5.2 Carbon Canyon Road - One-Way Capacity Analysis ........................................... 5.3 Carbon Canyon Road Speed Data - AM/PM Peak Period .................................... 5.5 Gap Occurrence AM/PM Peak Periods .............................................................. 5.7 City of Brea
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iii
MADRONA RESIDENTIAL TRAFFIC STUDY
1.0 Introduction
This report presents the results of a traffic analysis for the proposed Madrona Residential project
(formerly known as Canyon Crest) in the City of Brea. It is intended to identify the traffic impacts
of the proposed project and provide the traffic and circulation information for the Recirculated
Environmental Impact Report (EIR) for this project.
1.1
Background and Scope
The proposed Madrona Residential project is located in the former Carbon Canyon Specific Plan
area, adjacent to the City of Brea’s northeastern boundary (see project location in Figure 1-1). It
comprises 165 single family homes at an overall density of 0.45 dwelling units per acre.
The study area for this traffic analysis comprises the roadways and intersections that could
potentially be impacted by project traffic. Three time frames are used: existing, interim year, and
long-range, with no-project and with-project conditions compared in each case. Defined
performance criteria are used in the analysis, thereby establishing the “significance criteria” for
EIR purposes.
This report first provides an overview of existing traffic conditions in the study area, followed by
an evaluation of project impacts for the three time frames. The existing plus project analysis is a
hypothetical scenario for EIR purposes. The interim year analysis focuses on conditions at project
completion and uses 2017 as the reference time frame. The long-range analysis addresses a
cumulative setting and evaluates year 2035 conditions with the proposed project. A special
analysis is carried out for Carbon Canyon Road, including access to the project site.
1.2
Methodology
The traffic forecast database used in this analysis was derived from the City of Brea version of the
North County Subarea Model (NCSAM). The NCSAM is a special subarea model derived from
the Orange County Traffic Analysis Model (OCTAM), and is described in the Traffic Model
Description Report (see Reference 1 at the end of this chapter). Through its derivation from the
OCTAM parent model, the NCSAM maintains consistency with the countywide regional traffic
forecasting methodology and database. In particular, it projects future traffic volumes on the
study area circulation system in a regional context, thereby reflecting future growth in both the
City and the surrounding areas. The Brea version of the NCSAM is referred to as the Brea Area
City of Brea
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1.1
PROJECT
SITE
LEGEND
Not to scale
(From Valencia Ave to Olinda Dr
is approximately 2.6 miles)
Project Location
Figure 1-1
1.2
MADRONA RESIDENTIAL TRAFFIC STUDY
Traffic Model (BATM) and has the ability to forecast peak hour intersection volumes and average
daily traffic (ADT) link volumes for the City of Brea roadway system. Detailed land use data is
contained in the BATM Technical Notebook (see Reference 2) for traffic zones within City Limits
and the sphere of influence.
The interim year forecasts presented here were derived by interpolation between existing and
2035 volumes, and represent a time frame of around 2017.
1.3
Performance Criteria
Evaluating the ability of the circulation system to serve the desired future land uses requires
establishing suitable "performance criteria." These are the means by which future traffic volumes
are compared to the future circulation system capacity, and the adequacy of that circulation
system assessed.
Performance criteria have a policy component that establishes a desired level of service and a
technical component that specifies how traffic forecast data can be used to measure the
achievement of the criteria. The intent is to establish thresholds of acceptable traffic in relation to
the ability of the circulation system to carry that traffic.
The performance criteria used for evaluating volumes and capacities on the City of Brea street
system are based on peak hour intersection data and are summarized in Table 1-1. Capacity
needs tend to be most important at intersections, and the use of peak hour data enables
intersection capacity needs to be evaluated. The detailed forecasting capability of the BATM is
used to provide a peak hour level of detail, with individual intersection turn movements being
estimated. Based on these turn movement volumes, intersection capacity utilization (ICU) values
are estimated for the AM and PM peak hours. The ICUs represent volume-to-capacity (V/C) ratios
for the forecast volumes and the intersection lane configurations, and provide a detailed measure
of system performance.
Table 1-2 describes traffic flow quality for different intersection levels of service. As listed in the
previously referenced performance criteria table, the City of Brea has level of service (LOS) D
(ICU to not exceed .90) as a threshold standard. For Congestion Management Program (CMP)
intersections, LOS E (maximum ICU of 1.00) is the threshold. The City of Brea has four CMP
intersections; however none of these are located within the study area for this project.
In addition to the ICU methodology, a LOS analysis for the existing, existing plus project, 2017
and 2035 scenarios was carried out for the Caltrans intersections in the study area using the
delay-based methodology, as contained in the Highway Capacity Manual (HCM).
City of Brea
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1.3
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 1-1 Circulation System Performance Criteria
The following are the performance criteria used for comparing volumes and capacities on the
analysis area street system:
I. PEAK HOUR INTERSECTION VOLUMES
Intersection capacity utilization (ICU) values calculated as follows:
Saturation Flow Rate: 1,700 vehicles per hour (VPH).
Clearance Interval: .05 ICU
Performance Standards
 Arterial intersections to achieve level of service (LOS) D or better (ICU to not
exceed .90).
 CMP designated intersections to achieve LOS E or better (ICU not to exceed
1.00).
Level Of Service
Level of service ranges for ICU values are as follows:
ICU
0.00 – 0.60
0.61 – 0.70
0.71 – 0.80
0.81 – 0.90
0.91 – 1.00
Above 1.00
Level Of Service (LOS)
A
B
C
D
E
F
Project Impact
A significant project impact occurs when the ICU value increases by greater than .01
and achieves LOS E or worse. For CMP intersections, the ICU value increases by
more than .03 and achieves LOS F.
II. CALTRANS INTERSECTIONS – DELAY METHODOLOGY
Intersection LOS based on average vehicle delay in seconds as calculated using
Highway Capacity Manual (HCM) procedures.
Performance Standards:
LOS D (stopped delay to not exceed 55 seconds)
Level Of Service
Level of service ranges for ICU values are as follows:
Delay
0.0 – 10.0
10.1 – 20.0
20.1 – 35.0
35.1 – 55.0
55.1 – 80.0
Above 80.0
Level Of Service (LOS)
A
B
C
D
E
F
City of Brea
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1.4
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 1-1 Circulation System Performance Criteria (continued)
II. CARBON CANYON ROAD
Highway Capacity Manual (HCM) procedure for two-lane rural highways, modified to
reflect the unique character of this roadway. The flow rates (one direction) for different
levels of service are as follows:
Peak Hour Volume
(One Direction)
Level Of Service (LOS)
< 720
A
720 – 1,080
B
1,081 – 1,440
C
1,441 – 1,620
D
1,621 – 1,800
E
> 1,800
F
Performance Criteria:
This CMP roadway shows a significant project impact if the one-way volume increases
by more than 3 percent and achieves LOS E or F.
City of Brea
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1.5
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 1-2 Level of Service Descriptions – Signalized Intersections
Levels of service (LOS) for signalized intersections are defined in terms of control delay as follows:
Delay Per
Vehicle (secs)
LOS
Description
A
LOS A describes operations with low control delay, up to 10 seconds per
vehicle. This LOS occurs when progression is extremely favorable and most
vehicles arrive during the green phase. Many vehicles do not stop at all.
Short cycle lengths may tend to contribute to low delay values.
< 10
B
LOS B describes operations with control delay greater than 10 and up to 20
seconds per vehicle. This level generally occurs with good progression, short
cycle lengths, or both. More vehicles stop than the LOS A, causing higher
levels of delay.
10 – 20
C
LOS C describes operations with control delay greater than 20 and up to 35
seconds per vehicle. These higher delays may result from only fair
progression, longer cycle lengths, or both. Individual cycle failures may begin
to appear at this level. Cycle failure occurs when a given green phase does
not serve queued vehicles, and overflows occur. The number of vehicles
stopping is significant at this level, though many still pass through the
intersection without stopping.
20 – 35
D
LOS D describes operations with control delay greater than 35 and up to 55
seconds per vehicle. At LOS D, the influence of congestion becomes more
noticeable. Longer delays may result from some combination of unfavorable
progression, long cycle lengths, and high V/C ratios. Many vehicles stop, and
the proportion of vehicles not stopping declines. Individual cycle failures are
noticeable.
35 – 55
E
LOS E describes operations with control delay greater than 55 and up to 80
seconds per vehicle. These high delay values generally indicate poor
progression, long cycle lengths, and high V/C ratios. Individual cycle failures
are frequent.
55 – 80
F
LOS F describes operations with control delay in excess of 80 seconds per
vehicle. This level, considered unacceptable to most drivers, often occurs
with oversaturation, that is, when arrival flow rates exceed the capacity of
lane groups. It may also occur at high V/C ratios with many individual cycle
failures. Poor progression and long cycle lengths may also contribute
significantly to high delay levels.
> 80
Source: Highway Capacity Manual 2000, Transportation Research Board, National Research Council
City of Brea
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1.6
MADRONA RESIDENTIAL TRAFFIC STUDY
A special analysis was carried out for the two-lane segment of Carbon Canyon Road from
approximately 1,200 feet east of Valencia Avenue to the San Bernardino County line (just east of
the project). Carbon Canyon Road is a two-lane rural highway with passing restrictions
throughout its length. Queuing and slow speeds in the peak direction during the peak periods
indicate that the existing peak hour volumes are approaching operating capacity.
Hence, in combination with information from the Highway Capacity Manual (HCM), those
observations have been used to define the capacity values presented here.
Carbon Canyon Road is a designated CMP highway and under the CMP guidelines, a traffic
impact analysis is warranted when the project has direct access to the CMP highway system and
it is projected to generate more than 1,600 daily trips. Since the forecast traffic generation for
this project is 1,579, a CMP analysis is not required.
1.4
City of Brea Nexus Program
The City of Brea maintains a Transportation Improvement Nexus Program, which funds
transportation improvements throughout the City. The Nexus procedures satisfy the AB1600
legislative requirement that development fees are based on a demonstrated relationship between
new development and future traffic impacts. The Nexus Program ensures that every project
contributes on a fair share basis to these improvements by means of the fee program, which
manages the collection of fees and the implementation of improvements. In this way, capacity
improvements occur in an orderly and systematic manner, with all future development contributing
on a fair share basis. The program was updated in December 2011, with fees established for
designated transportation improvements throughout the City.
1.5
Definitions
Certain terms are used throughout this report and are defined below to clarify their intended
meaning:
ADT
Average Daily Traffic.
VPH
Vehicles Per Hour.
ICU
Intersection Capacity Utilization. This factor is used for
measuring the volume-to-capacity ratio for an intersection.
LOS
Level of Service.
V/C
Volume to capacity ratio for a section of arterial.
City of Brea
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1.7
MADRONA RESIDENTIAL TRAFFIC STUDY
1.6
References
1. “Brea Area Traffic Model (BATM) Model Documentation and Validation – 2010
Update,” Austin-Foust Associates, Inc., April 2010.
2.
“City of Brea Transportation Improvement Nexus Program, 2011 Update,” AustinFoust Associates, Inc., November 2011.
3. “City of Brea Transportation Improvement Program, Nexus Procedures Description,”
Austin-Foust Associates, Inc., May 1995.
4. “Highway Capacity Manual 2000,” Transportation Research Board, National
Research Council, 2000.
City of Brea
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1.8
MADRONA RESIDENTIAL TRAFFIC STUDY
2.0 Project Traffic Characteristics
This section describes the traffic characteristics for the proposed Madrona Residential project.
Land use and trip generation are summarized, and the project trip distribution is presented.
2.1
Land Use and Trip Generation
The proposed project, located on 367.5 acres within Carbon Canyon, consists of 165 single
family homes surrounded by open space areas. Access to the site from Carbon Canyon Road will
be provided by two project entries located along this roadway.
A land use and trip generation summary for the Madrona Residential project is provided in Table
2-1. As can be seen, the proposed project will result in 1,579 daily trips, with 124 of these
occurring in the AM peak hour and 167 occurring in the PM peak hour. The trip rate used here
is consistent with those used for the City of Brea in the BATM.
2.2
Trip Distribution
The trip distribution derived for the Madrona Residential site is illustrated in Figure 2-1.
Approximately 82 percent of the project trips are oriented to/from the west on Carbon Canyon
Road, and the remaining 18 percent travel to/from the east (San Bernardino County) on Carbon
Canyon Road. Of the vehicles traveling to/from the west, 56 percent utilize Lambert Road west
of Valencia Avenue, and about 25 percent utilize Valencia Avenue south of Carbon Canyon
Road.
City of Brea
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2.1
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 2-1 Trip Generation Summary
Land Use
Madrona Residential Project
1. Single Family Residential
Trip Rates
1. Single Family Residential
AM Peak Hour
In
Out
Total
Amount
Unit
165.00
DU
31
93
DU
0.19
0.56
PM Peak Hour
In
Out
Total
ADT
124
106
61
167
1,579
0.75
0.64
0.37
1.01
9.57
Abbreviations: DU – dwelling unit
Source: ITE Trip Generation Manual (8th Edition)
City of Brea
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2.2
PROJECT
SITE
LEGEND
Percentage of Project Traffic
at this location
Not to scale
(From Valencia Ave to Olinda Dr
is approximately 2.6 miles)
Trip Distribution
Figure 2-1
2.3
MADRONA RESIDENTIAL TRAFFIC STUDY
3.0 Transportation Setting
The transportation setting for the proposed project is discussed in this section. Existing traffic
characteristics are summarized and then future transportation improvements are discussed.
3.1
Existing Conditions
The existing circulation system together with recent average daily traffic (ADT) volumes can be
seen in Figure 3-1. Existing ADT volumes on arterial roadways in the study area are based on
weekday 24-hour traffic count data collected in 2012. While ADT volumes were not used
specifically to ascertain existing LOS conditions, they are shown here for comparison with the
projected future ADT volumes presented later in this report. An inventory of the ADT counts is
provided in Appendix A.
The intersections studied in this analysis are illustrated in Figure 3-2. Peak hour intersection counts
were conducted in January 2012 for these intersections and that information has been used here
to show existing conditions. Table 3-1 summarizes the existing ICU values, and the ICU
calculations for each intersection can be found in Appendix B. LOS D or better is the desirable
threshold for the City of Brea. As the peak hour LOS summary indicates, all study area
intersections currently meet the performance standard.
3.2
Future Transportation Setting
The buildout circulation system for the study area reflects the City of Brea’s recently adopted
General Plan Circulation Element and is consistent with the Orange County Master Plan of
Arterial Highways (MPAH). As discussed in an earlier section, the City has a comprehensive
program to fund long-range transportation improvements in the City. Table 3-2 summarizes the
improvements included in this program. For the interim year analysis, only currently programmed
improvements have been assumed as noted in this table. All the improvements are assumed to be
in place for the 2035 analysis.
City of Brea
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3.1
PROJECT
SITE
LEGEND
Average daily traffic (000s)
Not to scale
(From Valencia Ave to Olinda Dr
is approximately 2.6 miles)
Existing ADT Volumes
Figure 3-1
3.2
PROJECT
SITE
LEGEND
Intersection location
Not to scale
(From Valencia Ave to Olinda Dr
is approximately 2.6 miles)
Study Intersections
Figure 3-2
3.3
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 3-1 ICU and Level of Service Summary – Existing Conditions
Intersection
8. SR-57 SB Ramps & Lambert Rd
9. SR-57 NB Ramps & Lambert Rd
10. Pointe Dr & Lambert Rd
11. Associated Rd & Lambert Rd
12. Kraemer Blvd & Lambert Rd
13. Valencia Ave & Lambert Rd
17. Associated Rd S. & Birch St
18. Associated Rd N. & Birch St
19. Kraemer Blvd & Birch St
20. Valencia Ave & Birch St
37. Olinda Pl & Carbon Canyon Rd
HCM
8. SR-57 SB Ramps & Lambert Rd
9. SR-57 NB Ramps & Lambert Rd
13. Valencia Ave & Lambert Rd
20. Valencia Ave & Birch St
37. Olinda Pl & Carbon Canyon Rd
AM Peak Hour
ICU
LOS
.68
B
.71
C
.60
A
.73
C
.44
A
.70
B
.61
B
.55
A
.45
A
.60
A
.82
D
Delay
LOS
26.0
C
27.8
C
41.2
D
32.7
C
15.2
B
PM Peak Hour
ICU
LOS
.65
B
.67
B
.68
B
.56
A
.54
A
.52
A
.46
A
.67
B
.51
A
.68
B
.90
D
Delay
LOS
25.6
C
20.2
C
24.8
C
38.8
D
11.9
B
Count Date
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Mar. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Jan. 2012
Mar. 2012
City of Brea
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3.4
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 3-2 Existing and Future Lane Assumptions
South Leg
NBT NBR
0
0
0
0
WBL
2
2
East Leg
WBT WBR
3
0
3
0
NBL
0
0
9. SR-57 NB Ramps & Lambert Rd
Existing Lane Configuration
2035 Committed
2
2
0
0
1
1
0
0
0
0
0
0
2
2
3
3
0
0
0
0
2.5
2.5
1.5
1.5
10. Pointe & Lambert Rd
Existing Lane Configuration
2035 Committed
0
[1]
1
1
0
0
1
1
1
1
1
1
2
2
3
3
0
0
1
1
3
3
0
0
11. Associated Rd & Lambert Rd
Existing Lane Configuration
2035 Committed
1
1
2
2
0
0
1
1
2
2
0
0
2
2
3
3
1
1
1
1
3
3
0
0
12. Kraemer Blvd & Lambert Rd
Existing Lane Configuration
2035 Committed
2
2
1
2
1
1
1
1
2
2
0
0
1
1
2
2
2
2
2
2
3
3
0
0
13. Valencia & Lambert Rd/Carbon
Canyon Road
Existing Lane Configuration
2035 Committed
1
1
2
2
f
f
1
1
2
2
d
d
1
1
3
3
0
0
2
2
3
3
0
0
17. Associated S. & Birch
Existing Lane Configuration
2035 Committed
2
2
1
1
1
1
1
1
1
1
0
0
1
1
2
2
d
d
2
2
2
2
0
0
18. Associated N. & Birch
Existing Lane Configuration
2035 Committed
0
0
0
0
0
0
2
2
0
0
1
1
1
1
2
2
0
0
0
0
2
2
1
1
19. Kraemer & Birch
Existing Lane Configuration
2035 Committed
2
2
3
3
0
0
2
2
3
3
0
0
1
1
2
2
1
1
1
1
2
2
1
1
20. Valencia & Birch/Rose
Existing Lane Configuration
2035 Committed
1
1
2
2
d
d
1
1
2
2
d
d
2
2
2
2
0
[1]
1
1
2
2
1
1
1
1
1
1
0
0
0
0
1
1
0
0
Existing Lane Configuration
0
0
0
1
0
1
2035 Committed
0
0
0
1
0
1
Abbreviations: d = defacto right turn
f = free right turn
[ ] denotes intersection improvement
SBL – southbound left, SBT – southbound through, SBR – southbound right and is repeated for each direction.
EBL
0
0
West Leg
EBT EBR
2.5
1.5
2.5
1.5
Scenario
Existing Lane Configuration
2035 Committed
37. Olinda Pl & Carbon Canyon Rd
SBL
1.5
1.5
North Leg
SBT SBR
0
1.5
0
1.5
Location
8. SR-57 SB Ramps & Lambert Rd
City of Brea
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3.5
MADRONA RESIDENTIAL TRAFFIC STUDY
4.0 Traffic Impact Analysis
This section provides the traffic impact analysis results in which No-Project conditions are
compared to With-Project conditions for the three time frames analyzed. Project impacts are
identified using the significance criteria summarized in Section 1.3.
4.1
Existing Plus Project Analysis
The purpose of the existing plus project analysis is to comply with the California Environmental
Quality Act (CEQA), which requires that the baseline for assessing environmental impacts is the
existing conditions at the time the notice of preparation (NOP) is prepared. The information
presented in this section shows the traffic volumes obtained by adding traffic from the proposed
project to existing traffic.
Adding project trips to the existing counts provides a hypothetical evaluation for EIR purposes.
Figure 4-1 illustrates the existing-plus-project ADT volumes along with the project increment. A
summary of the ICU values can be seen in Table 4-1, along with the delay in seconds for Caltrans
intersections. As can be seen, the Olinda Place at Carbon Canyon Road intersection shows a
significant impact under the ICU methodology because it will exceed the performance criteria
under the existing-plus-project scenario and the HCM methodology does not show a significant
impact for this location. The performance critieria defers to the HCM methodology since this
location is considered a Caltrans facility (Carbon Canyon Road).
4.2
Interim Year Analysis
Interim year ADT volumes for the 2017 study area roadway system under the No-Project and
With Project scenarios analyzed here can be found in Figure 4-2. The only measurable
differences (i.e., greater than 1,000 ADT) occur on Carbon Canyon Road in the vicinity of the
project.
A comparison of Interim Year ICU values for the No-Project and the With Project conditions are
provided in Table 4-2. As discussed earlier, a significant impact occurs when the ICU value
increases by greater than .01 and achieves LOS E or worse. As shown, the project contributes to
a cumulative deficiency at the intersection of Olinda Place at Carbon Canyon Road, as the
location is deficient with and without the project.
The signalized Olinda Place/Carbon Canyon Road intersection is a Caltrans facility with unique
characteristics. It has low volumes on the minor street, and the signal phasing favors traffic on
Carbon Canyon Road. The ICU methodology does not realistically account for the signal phasing
nor the eastbound protected/permitted left turn. For these reasons, the impact analysis defers to
the HCM performance criteria and this intersection achieves LOS C. Hence, there is no project
City of Brea
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4.1
PROJECT
SITE
LEGEND
Average daily traffic (000s)
Not to scale
(From Valencia Ave to Olinda Dr
is approximately 2.6 miles)
Existing plus Project ADT Volumes
Figure 4-1
4.2
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 4-1 ICU and Level of Service Summary – Existing Plus Project Conditions
Intersection
I. City of Brea
8. SR-57 SB Ramps & Lambert Rd
9. SR-57 NB Ramps & Lambert Rd
10. Pointe Dr & Lambert Rd
11. Associated & Lambert Rd
12. Kraemer Blvd & Lambert Rd
13. Valencia & Lambert Rd
17. Associated (S) & Birch St
18. Associated (N) & Birch St
19. Kraemer Blvd & Birch St
20. Valencia & Birch/Rose
37. Olinda Pl & Carbon Canyon Rd
HCM
II. Caltrans Intersections
8. SR-57 SB Ramps & Lambert Rd
9. SR-57 NB Ramps & Lambert Rd
13. Valencia Ave & Lambert Rd
20. Valencia Ave & Birch St
37. Olinda Pl & Carbon Canyon Rd
Existing
No-Project
AM Peak Hr
PM Peak Hr
ICU
LOS
ICU
LOS
Existing plus
Project
AM Peak Hr
PM Peak Hr
ICU
LOS
ICU
LOS
.68
.71
.60
.73
.44
.70
.61
.55
.45
.60
.82
.69
.71
.61
.73
.44
.71
.61
.55
.45
.60
.87
Delay
B
C
A
C
A
B
B
A
A
A
D
LOS
26.0
27.8
41.2
32.7
15.2
C
C
D
C
B
.65
.67
.68
.56
.54
.52
.46
.67
.51
.68
.90
Delay
B
B
B
A
A
A
A
B
A
B
D
LOS
25.6
20.2
24.8
38.8
11.9
C
C
C
D
B
Delay
B
C
B
C
A
C
B
A
A
A
D
LOS
.66
.67
.69
.56
.56
.53
.46
.68
.52
.68
.95
Delay
B
B
B
A
A
A
A
B
A
B
E
LOS
27.0
30.9
43.3
32.8
18.2
C
C
D
C
B
25.7
20.5
25.7
39.4
17.9
C
C
C
D
B
Bold font denotes intersection that exceeds performance criteria.
City of Brea
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4.3
PROJECT
SITE
LEGEND
Average daily traffic (000s)
Project volume in whole numbers
Not to scale
(From Valencia Ave to Olinda Pl
is approximately 2.6 miles)
2017 ADT Volumes
- With Project
Figure 4-2
4.4
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 4-2 ICU and LOS Summary – 2017 (No-Project and With Project Comparison)
Intersection
I. City of Brea
With Committed Improvements
8. SR-57 SB Ramps & Lambert Rd
9. SR-57 NB Ramps & Lambert Rd
10. Pointe Dr & Lambert Rd
11. Associated & Lambert Rd
12. Kraemer Blvd & Lambert Rd
13. Valencia & Lambert Rd
17. Associated (S) & Birch St
18. Associated (N) & Birch St
19. Kraemer Blvd & Birch St
20. Valencia & Birch/Rose
37. Olinda Pl & Carbon Canyon Rd
HCM
II. Caltrans Intersections
8. SR-57 SB Ramps & Lambert Rd
9. SR-57 NB Ramps & Lambert Rd
13. Valencia Ave & Lambert Rd
20. Valencia Ave & Birch St
37. Olinda Pl & Carbon Canyon Rd
2017
No-Project
AM Peak Hr
PM Peak Hr
ICU
LOS
ICU
LOS
2017
With Project
AM Peak Hr
PM Peak Hr
ICU
LOS
ICU
LOS
.75
.75
.63
.76
.49
.76
.62
.56
.49
.66
.85
.75
.75
.63
.77
.49
.77
.62
.56
.50
.66
.89
Delay
C
C
B
C
A
C
B
A
A
B
D
LOS
29.1
22.1
51.4
33.7
15.7
C
C
D
C
B
.70
.70
.71
.58
.60
.57
.49
.68
.58
.71
.93
Delay
B
B
C
A
A
A
A
B
A
C
E
LOS
27.4
21.0
29.5
43.3
13.3
C
C
C
D
B
Delay
C
C
B
C
A
C
A
A
A
A
D
LOS
.70
.71
.71
.59
.61
.60
.50
.68
.59
.72
.98
Delay
B
C
C
A
B
A
A
B
A
C
E
LOS
29.5
22.2
54.8
33.7
19.4
C
C
D
C
B
27.7
21.2
31.7
44.0
19.3
C
C
C
D
B
Bold font denotes intersection that exceeds performance criteria.
City of Brea
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4.5
MADRONA RESIDENTIAL TRAFFIC STUDY
impact at this location.
4.3
Long-Range Analysis
Long-range ADT volumes for the study area roadway system can be found in Figure 4-3. It should
be noted that the volumes on Valencia Avenue north of Lambert Road are generated by the
adjacent land uses and truck traffic related to the Brea-Olinda landfill, since this roadway is not
assumed to extend to Tonner Canyon Road.
The 2035 peak hour ICU values for the study area intersections are summarized in Table 4-3,
along with the delay in seconds for Caltrans intersections. An intersection location map is
provided in Figure 4-4. The actual ICU calculations are included in Appendix B and HCM
worksheets are included in Appendix C. A significant project impact occurs when the ICU value
increases by greater than .01 and achieves LOS E or worse.
As can be seen, there are two cumulative deficiencies under the ICU methodology as the
intersections are deficient with and without the project. One of these (Olinda Place at Carbon
Canyon Road) has a project impact since the project increases the ICU by more than .01. For the
same reasons listed above in the Interim Year Analysis, the performance criteria defers to the
HCM analysis for the Olinda Place/Carbon Canyon Road intersection. As shown, the project
does not have a significant impact at this location.
Under the HCM methodology, the intersection of the SR-57 southbound ramps at Lambert Road is
deficient and the project increases the traffic and the delay at this location. This is a significant
project impact and mitigation is addressed in the next section.
4.4
Mitigation
At the SR-57 southbound ramp/Lambert Road intersection, the project contributes traffic to a
location with a deficiency. Caltrans District 12 is the responsible agency for the implementation
of improvements at the SR-57 interchange at Lambert Road. A Project Approval/Environmental
Document is being prepared for this interchange and the planned improvements will address
future ramp deficiencies as part of the overall improvements planned for this location. However,
construction has not been programmed due to funding limitations, and these improvements may
not be in place for a number of years.
The project will contribute to those improvements through its participation in the Citywide Nexus
Fee Program.
City of Brea
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4.6
PROJECT
SITE
LEGEND
Average daily traffic (000s)
Project volume in whole numbers
Not to scale
(From Valencia Ave to Olinda Pl
is approximately 2.6 miles)
2035 ADT Volumes
- With Project
Figure 4-3
4.7
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 4-3 ICU and LOS Summary – 2035 (No-Project and With Project Comparison)
Intersection
I. City of Brea
8. SR-57 SB Ramps & Lambert
9. SR-57 NB Ramps & Lambert
10. Pointe Dr & Lambert
11. Associated & Lambert
12. Kraemer Blvd & Lambert
13. Valencia & Lambert
17. Associated (S) & Birch
18. Associated (N) & Birch
19. Kraemer Blvd & Birch
20. Valencia & Birch/Rose
37. Olinda Pl & Carbon Canyon Rd
HCM
II. Caltrans Intersections
8. SR-57 SB Ramps & Lambert Rd
9. SR-57 NB Ramps & Lambert Rd
13. Valencia Ave & Lambert Rd
20. Valencia Ave & Birch St
37. Olinda Pl & Carbon Canyon Rd
2035
No-Project
AM Peak Hr
PM Peak Hr
ICU
LOS
ICU
LOS
2035
With Project
AM Peak Hr
PM Peak Hr
ICU
LOS
ICU
LOS
.91
.85
.66
.82
.63
.88
.63
.58
.60
.78
.91
E
D
B
D
B
D
B
A
A
C
E
.79
.80
.76
.63
.70
.68
.60
.68
.73
.78
1.00
C
C
C
B
B
B
A
B
C
C
F
.92
.86
.67
.82
.64
.89
.64
.58
.61
.78
.95
E
D
B
D
B
D
B
A
B
C
E
.79
.81
.76
.64
.72
.71
.60
.68
.74
.79
1.05
C
D
C
B
C
C
A
B
C
C
F
72.6
27.8
53.4
37.7
15.4
E
C
D
D
B
47.4
28.5
40.4
48.1
16.9
D
C
D
D
B
74.4
28.9
55.0
37.9
19.4
E
C
D
D
B
48.7
29.9
41.4
49.8
27.6
D
C
D
D
C
Bold font denotes intersection that exceeds performance criteria.
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt_final.doc
4.8
PROJECT
SITE
LEGEND
Intersection location
Not to scale
(From Valencia Ave to Olinda Pl
is approximately 2.6 miles)
Study Intersections
Figure 4-4
4.9
MADRONA RESIDENTIAL TRAFFIC STUDY
5.0 Carbon Canyon Road Analysis
A special analysis was made of Carbon Canyon Road within the City limits. The analysis
includes a capacity evaluation, sight distance assessment, and proposed mitigation including the
project share in the mitigation measures.
It should be noted that a CMP analysis is required when the project will add 1,600 or more daily
trips and the project has direct access to a CMP roadway. While the proposed project does
have direct access to Carbon Canyon Road, the project will generate less than 1,600 daily trips.
The peak hour data provided here summarizes the project’s impact on Carbon Canyon Road but
is not part of a formal CMP analysis.
5.1
Carbon Canyon Road Analysis
A special analysis was made of Carbon Canyon Road within the City limits. As noted in the
Performance Criteria section, current conditions are such that volumes are nearing theoretical
capacity during peak periods. Table 5-1 summarizes existing and future volumes for two
locations on Carbon Canyon Road. Table 5-2 summarizes the one-way volume and capacity,
along with the corresponding LOS values. The forecast demand for this facility shows Carbon
Canyon Road to operate at level of service E in the peak direction with the project. Since the
project adds traffic to this deficient facility, this is considered a significant project impact.
5.2
Mitigation Measures – Carbon Canyon Road
Caltrans has prepared a Project Study Report (PSR) for a traffic information program for Carbon
Canyon Road. The project involves the installation of changeable message signs (CMS’s) to
maximize the utilization of the existing facility. Accordingly, the project will contribute to its
implementation on a fair-share basis.
The CMS’s are proposed as a mitigation measure for long-range cumulative impacts. The signs
will be placed strategically throughout the area to notify motorists of Carbon Canyon Road
closures. This will allow motorists to change their route. Design of the CMS’s is expected to start
in 2012/2013, with construction expected to occur in 2013/2014 per the City of Brea’s Capital
Improvement Program (CIP).
Project Share =
Project Traffic
Traffic Growth
City of Brea
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5.1
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 5-1 Carbon Canyon Road - ADT and Peak Hour Volumes
AM Peak Hour
LOCATION
OC/SBC Border – EB
% of ADT
OC/SBC Border – WB
% of ADT
Two-way Total
% of ADT
West of Olinda Village– EB
% of ADT
West of Olinda Village- WB
% of ADT
Two-way Total
% of ADT
Existing
130
1.7%
1,280
17.1%
1,410
9.4%
140
1.8%
1,310
16.9%
1,450
9.4%
Ambient
204
Project
16
214
6
418
22
185
25
113
77
298
102
PM Peak Hour
2035
350
4.4%
1,500
18.8%
1,850
11.6%
350
4.2%
1,500
18.2%
1,850
11.2%
%
Increase
169.2%
17.2%
31.2%
150.0%
14.5%
27.6%
Existing
1,370
18.3%
220
2.9%
1,590
10.6%
1,380
17.8%
270
3.5%
1,650
10.6%
Ambient
319
Project
11
241
19
560
30
243
87
160
50
403
137
ADT
2035
1,700
21.3%
480
6.0%
2,180
13.6%
1,710
20.7%
480
5.8%
2,190
13.3%
%
Increase
24.1%
Existing
7,500
2035
8,500
%
Increase
13%
118.2%
7,500
8,500
13%
37.1%
15,000
17,000
13%
23.9%
7,750
8,500
9.6%
77.8%
7,750
8,500
9.6%
32.7%
15,500
17,000
9.6%
Note: % of ADT refers to the percentage of the daily ADT that occurs during the peak hour.
Abbreviations -
ADT – average daily traffic
OC/SBC – Orange County/San Bernardino County
EB – eastbound
WB - westbound
City of Brea
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5.2
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 5-2 Carbon Canyon Road - One-Way Capacity Analysis
AM Peak Hour
PM Peak Hour
Location
EB
LOS
WB
LOS
EB
LOS
WB
1. Carbon Canyon Road at Orange County/San Bernardino County Border
Existing
130
A
1,280
C
1,370
C
220
Existing plus Project
146
A
1,286
C
1,381
C
239
Existing Project
12.3%
0.5%
0.8%
8.6%
Percent
LOS
A
A
2017 No-Project
2017 With-Project
2017 Project Percent
200
216
8.0%
A
A
1395
1401
0.4%
C
C
1561
1572
0.7%
D
D
317
336
6.0%
A
A
2035 No-Project
2035 With-Project
2035 Project Percent
334
350
4.8%
A
A
1,494
1,500
0.4%
D
D
1,689
1,700
0.7%
E
E
461
480
4.1%
A
A
2. Carbon Canyon Road west of Olinda Village
Existing
Existing plus Project
Existing Project
Percent
140
165
17.8%
A
A
1,310
1,387
5.9%
C
C
1,380
1,410
2.2%
C
C
270
357
32.2%
A
A
2017 No-Project
2017 With-Project
2017 Project Percent
191
216
13.1%
A
A
1324
1401
5.8%
C
C
1552
1582
1.9%
D
D
1249
1336
7.0%
C
C
2035 No-Project
2035 With-Project
2025 Project Percent
325
350
7.7%
A
A
1,423
1,500
5.4%
C
D
1,623
1,710
5.4%
E
E
430
480
11.6%
A
A
Level of service (LOS) as follows:
Peak Hour Volume
(One Direction)
< 720
720 – 1,080
1,081 – 1,440
1,441 – 1,620
1,621 – 1,800
> 1,800
Level of Service
(LOS)
A
B
C
D
E
F
Abbreviations - EB – eastbound
WB - westbound
City of Brea
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5.3
MADRONA RESIDENTIAL TRAFFIC STUDY
The traffic growth is defined as the increase from existing to future (2035), including project
traffic. On this basis, the project share calculations are as follows (see attached traffic volume
table):
Peak Hour Volumes*
AM Westbound PM Eastbound
Existing
1,310
1,380
Future
1,500
1,710
Growth
190
330
Project
77
87
Project Share
41%
26%
Averaging the AM and PM volumes gives a project share of 34 percent.
5.3
Traffic Flow and Speeds
To obtain traffic volumes on Carbon Canyon Road, 24-hour road tube counts were obtained in
2008 for each direction providing the information summarized earlier in this section. During this
same time frame, manual observations of the traffic were obtained for both directions during the
commuter periods (7:00-9:00 AM and 4:00-6:00 PM). Although the traffic counts were
performed in 2008, volumes have decreased over the ensuing years such that the results
presented here represent a worst case scenario; therefore the analysis is still applicable.
Based on actual five-minute volumes, a roadway flow rate of 28 vehicles per minute or 1,680 vph
per lane currently exists. This flow is associated with a 45 MPH speed limit (55 MPH posted) and
generally corresponds with a level of service (LOS) “D” (the traffic study uses 1,620 vph per lane
for LOS “D”).
Speed measurements on Carbon Canyon Road were obtained over a 24-hour period using road
tubes for both eastbound and westbound traffic flows in 2008. The actual speed data is
presented in the Appendix D, and the summary shown in Table 5-3 reveals the following:
1. The 85th Percentile speeds are 53.2 MPH eastbound and 51.7 MPH westbound.
2. The 10 MPH spread is 43-53 MPH with an average of 48 MPH with about 75-80
percent of the traffic included in this spread.
5.3.1 Sight Distance
Measurements of the sight distance available for motorists exiting the main entrance to the
Madrona Residential project were obtained in 2008 for both directions in the AM and PM
City of Brea
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5.4
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 5-3 Carbon Canyon Road Speed Data - AM/PM Peak Period
Direction
EB
WB
7-8 AM
85th Percentile
(MPH)
53.9
50th Percentile
(MPH)
51.2
4-5 PM
50.3
45.3
40-50
All Day
53.2
47.7
43.3-53.3
7-8 AM
49.6
46.5
40-50
4-5 PM
52.4
47.5
45-55
All Day
51.7
47.7
43.3-53.3
Period
10 MPH Spread
45-55
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt_final.doc
5.5
MADRONA RESIDENTIAL TRAFFIC STUDY
periods. A review of the Tentative Tract maps for the project site (current and previous) shows
that the main entrance is proposed for the same place examined in 2008. The 2008 findings
remain valid since the current roadway volumes indicate a slight reduction in recent years.
The field measurements at the main entrance reveal the following times (referred to here as the
“corner sight distance”):
CORNER SIGHT DISTANCE
MEASUREMENTS
1. Eastbound
2. Westbound
AM 7.7 sec
AM 8.4 sec
PM 7.9 sec
PM 7.6 sec
Caltrans standards call for a corner sight distance of 7.5 seconds for adequate sight distance.
This analysis indicates that adequate sight distance is available, but some trimming and/or
removal of shrubbery within the right-of-way is necessary to increase the visibility of westbound
traffic.
5.3.2 Gap Analysis
The available gaps in the existing traffic flow at the location of the main entrance are summarized
in Table 5-4 and shown graphically in Figures 5-1 through 5-4. Examination of these gaps
reveals egress from the development will encounter significant delays during the peak commuter
periods (see Appendix D). The volumes of traffic exiting the development are estimated to be
about 93 vph in the AM and 61 vph in the PM peak hours. Most of these motorists will turn right
on to westbound Carbon Canyon Road, but a few will desire to turn left and proceed east. It is
these few vehicles that will encounter substantial delays during both commuter periods, but
particularly during the afternoon between 4:00-5:00 PM.
Ingress access is not expected to present any significant delays. During the AM, the entering
motorists (i.e., 25 vph) will encounter some minor delays in turning left across the heavy
westbound commuter flow. However, left turns across opposing traffic only requires a gap of four
to five seconds and even with the heavy commuter traffic flow rate (up to about 1,400 to 1,500
vph) there will be frequent gaps of five seconds or more such that these entering left turn motorists
will not encounter delays of more than a minute.
By contrast, exiting left turn motorists require gaps of seven seconds or more for two directions or
traffic flow and these are relatively infrequent. For example, there is a period between 4:15-4:30
PM that eight second gaps only occur every three minutes or more.
City of Brea
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5.6
MADRONA RESIDENTIAL TRAFFIC STUDY
Table 5-4 Gap Occurrence AM/PM Peak Periods
Time
7-8 AM
8-9 AM
4-5 PM
5-6 PM
Direction
Number of Gaps*
EB
93
Average Gap Time*
Seconds
34
WB
55
9
EB
81
42
WB
128
11
EB
47
14
WB
107
30
EB
73
11
WB
110
29
* Gaps > 7 Seconds
City of Brea
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5.7
Carbon Canyon at Canyon Crest Main Entrance
Westbound Traffic Gaps 7-8 AM
Figure 5-1
5.8
Carbon Canyon at Canyon Crest Main Entrance
Westbound Traffic Gaps 8-9 AM
Figure 5-2
5.9
Carbon Canyon at Canyon Crest Main Entrance
Eastbound Traffic Gaps 4-5 PM
Figure 5-3
5.10
Carbon Canyon at Canyon Crest Main Entrance
Eastbound Traffic Gaps 5-6 PM
Figure 5-4
5.11
MADRONA RESIDENTIAL TRAFFIC STUDY
To improve the capacity for left turn egress from the Madrona Residential project, a median twoway left turn lane is recommended to allow exiting motorists to make a “two-piece” left turn (i.e.,
turn into the median and wait for a gap and/or accelerate and merge with eastbound traffic).
Providing this median refuge area involves only a minor restriping to extend the eastbound left
turn lane 200 feet± beyond the entry itself. The existing pavement width within the existing rightof-way is sufficient to accommodate the recommended median storage.
In conclusion, Madrona Residential motorists exiting (or entering) the main entrance will face
relatively high speed traffic (55 MPH±) on Carbon Canyon Road, and adequate corner sight
distance (in terms of a standard 7.5 second gap) is either currently available or can readily be
provided at this entrance. However motorists exiting the project to make a left turn in the PM
peak period may face significant delays (up to two or three minutes) and may opt to turn right
and make a turnaround at an existing intersection such as Olinda Place.
City of Brea
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5.12
MADRONA RESIDENTIAL TRAFFIC STUDY
Appendix A
ADT Traffic Count Inventory
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt_final.doc
A.1
MADRONA RESIDENTIAL TRAFFIC STUDY
Appendix A
ADT Traffic Count Inventory
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt.doc
A-1
MADRONA RESIDENTIAL TRAFFIC STUDY
EXISTING CONDITIONS ANALYSIS
April 2012
Table A-1: ADT Traffic Count Inventory
Location
Volume
Count Date
Lambert west of Pointe Dr
34,000
1/11/2012
Lambert west of Wildcat Way
31,000
10/4/2011
Lambert west of Kraemer Blvd
29,000
1/11/2012
Lambert east of Kraemer Blvd
21,000
1/11/2012
Carbon Canyon east of Kraemer Blvd
18,000
1/11/2012
Carbon Cyn west of Olinda Rd
15,000
1/12/2012
Carbon Cyn at County border
13,000
1/12/2012
6,000
10/4/2011
Associated Rd south of Birch St
12,000
10/4/2011
Kraemer Blvd south of Lambert Rd
14,000
1/11/2012
Kraemer Blvd south of Birch St
18,000
10/5/2011
Valencia Ave north of Lambert Rd
6,000
1/12/2012
Valencia Ave south of Lambert Rd
20,000
1/11/2012
Valencia Ave south of Birch St
10,000
1/12/2012
Birch St west of S. Associated Rd
21,000
10/4/2011
Birch St east of S. Associated Rd
20,000
10/4/2011
Birch St west of Kraemer Blvd
16,000
5/2009
Birch St east of Valencia Ave
12,000
1/11/2012
Birch/Rose Dr east of Valencia Ave
17,000
1/18/2012
Associated Rd south of Lambert Rd
City of Brea
CMW v:\2073\active\2073006630 canyon crest\report\2073006630 existing conditions report_20120411.docx
A-2
MADRONA RESIDENTIAL TRAFFIC STUDY
Appendix B
INTERSECTION CAPACITY
UTILIZATION WORKSHEETS
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt.doc
B-1
MADRONA RESIDENTIAL TRAFFIC STUDY
Peak hour intersection volume/capacity ratios are calculated by means of intersection capacity
utilization (ICU) values. ICU calculations were performed for the intersections shown in Figure A1. For simplicity, signalization is assumed at each intersection. Precise ICU calculations of
existing non-signalized intersections would require a more detailed analysis.
The procedure is based on the critical movement methodology, and shows the amount of capacity
utilized by each critical move. The methodology also incorporates a check for right-turn capacity
utilization. Both right-turn-on-green (RTOG) and right-turn-on-red (RTOR) capacity availability are
calculated and checked against the total right-turn capacity need. If insufficient capacity is
available, then an adjustment is made to the total capacity utilization value. The following
example shows how this adjustment is made:
Example For Northbound Right
1. Right-Turn-On-Green (RTOG)
If NBT is critical move, then:
RTOG = V/C (NBT)
Otherwise,
RTOG = V/C (NBL) + V/C (SBT) - V/C (SBL)
2. Right-Turn-On-Red (RTOR)
If WBL is critical move, then:
RTOR = V/C (WBL)
Otherwise,
RTOR = V/C (EBL) + V/C (WBT) - V/C (EBT)
3. Right-Turn Overlap Adjustment
If the northbound right is assumed to overlap with the adjacent westbound left, adjustments
to the RTOG and RTOR values are made as follows:
RTOG = RTOG + V/C (WBL)
RTOR = RTOR - V/C (WBL)
4. Total Right-Turn Capacity (RTC) Availability For NBR
RTC = RTOG + factor x RTOR
Where factor = specified RTOR saturation flow factor
Right-turn adjustment is then as follows: Additional ICU = V/C (NBR) – RTC
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt.doc
B-2
PROJECT
SITE
LEGEND
Intersection location
Not to scale
(From Valencia Ave to Olinda Dr
is approximately 2.6 miles)
Study Intersections
Figure B-1
B-3
MADRONA RESIDENTIAL TRAFFIC STUDY
A negative value indicates that adequate capacity is available and no adjustment is necessary.
Shared Lane V/C Methodology
For intersection approaches where shared usage of a lane is permitted by more than one turn
movement (e.g., left/thru, thru/right, left/thru/right), the individual turn volumes are evaluated to
determine whether dedication of the shared lane is warranted to any one given turn movement.
The following example demonstrates how this evaluation is carried out:
Example for Shared Left/Thru Lane
1. Average Lane Volume (ALV)
ALV =
Left-Turn Volume + Thru Volume
Total Left + Thru Approach Lanes (including shared lane)
2. ALV for Each Approach
ALV (Left) =
Left-Turn Volume
Left Approach Lanes (including shared lane)
ALV (Thru) =
Thru Volume
Thru Approach Lanes (including shared lane)
3. Lane Dedication is Warranted
If ALV (Left) is greater than ALV then full dedication of the shared lane to the left-turn
approach is warranted. Left-turn and thru V/C ratios for this case are calculated as follows:
V/C (Left) =
Left-Turn Volume
Left Approach Capacity (including shared lane)
V/C (Thru) =
Thru Volume
Thru Approach Capacity (excluding shared lane)
Similarly, if ALV (Thru) is greater than ALV then full dedication to the thru approach
is warranted, and left-turn and thru V/C ratios are calculated as follows:
V/C (Left) =
Left-Turn Volume
Left Approach Capacity (excluding shared lane)
V/C (Thru) =
Thru Volume
Thru Approach Capacity (including shared lane)
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt.doc
B-4
MADRONA RESIDENTIAL TRAFFIC STUDY
4. Lane Dedication is not Warranted
If ALV (Left) and ALV (Thru) are both less than ALV, the left/thru lane is assumed to
be truly shared and each left, left/thru or thru approach lane carries an evenly
distributed volume of traffic equal to ALV. A combined left/thru V/C ratio is
calculated as follows:
V/C (Left/Thru) =
Left-Turn Volume + Thru Volume
Total Left + Thru Approach Capacity (including shared lane)
This V/C (Left/Thru) ratio is assigned as the V/C (Thru) ratio for the critical
movement analysis and ICU summary listing.
If split phasing has not been designated for this approach, the relative proportion
of V/C (Thru) that is attributed to the left-turn volume is estimated as follows:
If approach has more than one left-turn (including shared lane), then:
V/C (Left) = V/C (Thru)
If approach has only one left-turn lane (shared lane), then:
V/C (Left) =
Left-Turn Volume
Single Approach Lane Capacity
If this left-turn movement is determined to be a critical movement, the V/C (Left)
value is posted in brackets on the ICU summary printout.
These same steps are carried out for shared thru/right lanes. If full dedication of a shared
thru/right lane to the right-turn movement is warranted, the right-turn V/C value calculated in step
three is checked against the RTOR and RTOG capacity availability if the option to include rightturns in the V/C ratio calculations is selected.
When an approach contains more than one shared lane (e.g., left/thru and thru/right), steps one
and two listed above are carried out for the three turn movements combined. Step four is carried
out if dedication is not warranted for either of the shared lanes. If dedication of one of the shared
lanes is warranted to one movement or another, step three is carried out for the two movements
involved, and then steps one through four are repeated for the two movements involved in the
other shared lane.
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt.doc
B-5
8. SR-57 SB Ramps & Lambert
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1.5
850
450
│
│ SBT
0
5100
0
.26*
10 {.17}* │
│ SBR
1.5
490
590
│
│
│
│ EBL
0
0
0
0
│
│ EBT
2.5
6800
1420 {.28}
1390 {.31}* │
│ EBR
1.5
640 {.18}
980
│
│
│
│ WBL
2
3400
320
.09
420
.12* │
│ WBT
3
5100
1880
.37* 1730
.34 │
│ WBR
0
0
0
0
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.68
.65
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1.5
852
457
│
│ SBT
0
5100
0
.26*
10 {.17}* │
│ SBR
1.5
490
590
│
│
│
│ EBL
0
0
0
0
│
│ EBT
2.5
6800
1425 {.28}* 1402 {.31}* │
│ EBR
1.5
640 {.18}
980
│
│
│
│ WBL
2
3400
335
.10*
427
.13* │
│ WBT
3
5100
1890
.37
1739
.34 │
│ WBR
0
0
0
0
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.69
.66
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1.5
942
476
│
│ SBT
0
5100
0 {.28}*
10 {.19}* │
│ SBR
1.5
583
652
│
│
│
│ EBL
0
0
0
0
│
│ EBT
2.5
6800
1614 {.32}* 1554 {.33}* │
│ EBR
1.5
677 {.17}
983
│
│
│
│ WBL
2
3400
337
.10*
433
.13* │
│ WBT
3
5100
1951
.38
1857
.36 │
│ WBR
0
0
0
0
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.75
.70
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1.5
944
483
│
│ SBT
0
5100
0 {.28}*
10 {.19}* │
│ SBR
1.5
583
652
│
│
│
│ EBL
0
0
0
0
│
│ EBT
2.5
6800
1619 {.32}* 1566 {.33}* │
│ EBR
1.5
677 {.17}
983
│
│
│
│ WBL
2
3400
352
.10*
440
.13* │
│ WBT
3
5100
1961
.38
1866
.37 │
│ WBR
0
0
0
0
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.75
.70
B-6
8. SR-57 SB Ramps & Lambert
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1.5
1148
533
│
│ SBT
0
5100
0 {.35}*
10 {.22}* │
│ SBR
1.5
790
790
│
│
│
│ EBL
0
0
0
0
│
│ EBT
2.5
6800
2045 {.40}* 1918 {.38}* │
│ EBR
1.5
760 {.16}
990
│
│
│
│ WBL
2
3400
375
.11*
463
.14* │
│ WBT
3
5100
2110
.41
2141
.42 │
│ WBR
0
0
0
0
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.91
.79
B-7
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1.5
1150
540
│
│ SBT
0
5100
0 {.36}*
10 {.22}* │
│ SBR
1.5
790
790
│
│
│
│ EBL
0
0
0
0
│
│ EBT
2.5
6800
2050 {.40}* 1930 {.38}* │
│ EBR
1.5
760 {.16}
990
│
│
│
│ WBL
2
3400
390
.11*
470
.14* │
│ WBT
3
5100
2120
.42
2150
.42 │
│ WBR
0
0
0
0
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.92
.79
9. SR-57 NB Ramps & Lambert
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
790
.23*
780
.23* │
│ NBT
0
0
0
10
│
│ NBR
1
1700
460
.27
330
.19 │
│
│
│ SBL
0
0
0
0
│
│ SBT
0
0
0
0
│
│ SBR
0
0
0
0
│
│
│
│ EBL
2
3400
280
.08
400
.12* │
│ EBT
3
5100
1990
.39* 1440
.28 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2.5
6800
1410
.28
1370 {.27}* │
│ WBR
1.5
410
.24
720 {.25} │
│
│
│ Right Turn Adjustment
NBR
.04*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.71
.67
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
790
.23*
780
.23* │
│ NBT
0
0
0
10
│
│ NBR
1
1700
463
.27
346
.20 │
│
│
│ SBL
0
0
0
0
│
│ SBT
0
0
0
0
│
│ SBR
0
0
0
0
│
│
│
│ EBL
2
3400
280
.08
400
.12* │
│ EBT
3
5100
1997
.39* 1459
.29 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2.5
6800
1435
.28
1386 {.27}* │
│ WBR
1.5
416
.24
724 {.25} │
│
│
│ Right Turn Adjustment
NBR
.04*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.71
.67
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
793
.23*
792
.23* │
│ NBT
0
0
0
10
│
│ NBR
1
1700
462
.27
350
.21 │
│
│
│ SBL
0
0
0
0
│
│ SBT
0
0
0
0
│
│ SBR
0
0
0
0
│
│
│
│ EBL
2
3400
330
.10
456
.13* │
│ EBT
3
5100
2211
.43* 1574
.31 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2.5
6800
1467
.29
1489 {.29}* │
│ WBR
1.5
421
.25
722 {.25} │
│
│
│ Right Turn Adjustment
NBR
.04*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.75
.70
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
793
.23*
792
.23* │
│ NBT
0
0
0
10
│
│ NBR
1
1700
465
.27
366
.22 │
│
│
│ SBL
0
0
0
0
│
│ SBT
0
0
0
0
│
│ SBR
0
0
0
0
│
│
│
│ EBL
2
3400
330
.10
456
.13* │
│ EBT
3
5100
2218
.43* 1593
.31 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2.5
6800
1492
.29
1505 {.30}* │
│ WBR
1.5
427
.25
726 {.25} │
│
│
│ Right Turn Adjustment
NBR
.04*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.75
.71
B-8
9. SR-57 NB Ramps & Lambert
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
800
.24*
820
.24* │
│ NBT
0
0
0
10
│
│ NBR
1
1700
467
.27
394
.23 │
│
│
│ SBL
0
0
0
0
│
│ SBT
0
0
0
0
│
│ SBR
0
0
0
0
│
│
│
│ EBL
2
3400
440
.13
580
.17* │
│ EBT
3
5100
2703
.53* 1871
.37 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2.5
6800
1595
.31
1754 {.34}* │
│ WBR
1.5
444
.26
726 {.25} │
│
│
│ Right Turn Adjustment
NBR
.03*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.85
.80
B-9
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
800
.24*
820
.24* │
│ NBT
0
0
0
10
│
│ NBR
1
1700
470
.28
410
.24 │
│
│
│ SBL
0
0
0
0
│
│ SBT
0
0
0
0
│
│ SBR
0
0
0
0
│
│
│
│ EBL
2
3400
440
.13
580
.17* │
│ EBT
3
5100
2710
.53* 1890
.37 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2.5
6800
1620
.32
1770 {.35}* │
│ WBR
1.5
450
.26
730 {.25} │
│
│
│ Right Turn Adjustment
NBR
.04*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.86
.81
10. Pointe Dr & Lambert
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
10
100
│
│ NBT
1
1700
10
.02*
0
.07* │
│ NBR
0
0
10
20
│
│
│
│ SBL
1
1700
30
.02*
100
.06* │
│ SBT
1
1700
10
.01
10
.01 │
│ SBR
1
1700
60
.04
370
.22 │
│
│
│ EBL
2
3400
480
.14*
240
.07* │
│ EBT
3
5100
1930
.39
1510
.30 │
│ EBR
0
0
40
20
│
│
│
│ WBL
1
1700
10
.01
30
.02 │
│ WBT
3
5100
1750
.37* 1620
.33* │
│ WBR
0
0
150
80
│
│
│
│ Right Turn Adjustment
SBR
.10* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.60
.68
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
10
100
│
│ NBT
1
1700
10
.02*
0
.07* │
│ NBR
0
0
10
20
│
│
│
│ SBL
1
1700
30
.02*
100
.06* │
│ SBT
1
1700
10
.01
10
.01 │
│ SBR
1
1700
60
.04
370
.22 │
│
│
│ EBL
2
3400
480
.14*
240
.07* │
│ EBT
3
5100
1940
.39
1545
.31 │
│ EBR
0
0
40
20
│
│
│
│ WBL
1
1700
10
.01
30
.02 │
│ WBT
3
5100
1781
.38* 1640
.34* │
│ WBR
0
0
150
80
│
│
│
│ Right Turn Adjustment
SBR
.10* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.61
.69
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
13
112
│
│ NBT
1
1700
10
.02*
3
.08* │
│ NBR
0
0
10
20
│
│
│
│ SBL
1
1700
30
.02*
100
.06* │
│ SBT
1
1700
10
.01
10
.01 │
│ SBR
1
1700
60
.04
373
.22 │
│
│
│ EBL
2
3400
499
.15*
259
.08* │
│ EBT
3
5100
2097
.42
1586
.31 │
│ EBR
0
0
49
20
│
│
│
│ WBL
1
1700
10
.01
30
.02 │
│ WBT
3
5100
1824
.39* 1707
.35* │
│ WBR
0
0
153
80
│
│
│
│ Right Turn Adjustment
SBR
.09* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.63
.71
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
13
112
│
│ NBT
1
1700
10
.02*
3
.08* │
│ NBR
0
0
10
20
│
│
│
│ SBL
1
1700
30
.02*
100
.06* │
│ SBT
1
1700
10
.01
10
.01 │
│ SBR
1
1700
60
.04
373
.22 │
│
│
│ EBL
2
3400
499
.15*
259
.08* │
│ EBT
3
5100
2107
.42
1621
.32 │
│ EBR
0
0
49
20
│
│
│
│ WBL
1
1700
10
.01
30
.02 │
│ WBT
3
5100
1855
.39* 1727
.35* │
│ WBR
0
0
153
80
│
│
│
│ Right Turn Adjustment
SBR
.09* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.63
.71
B-10
10. Pointe Dr & Lambert
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
20
.01
140
.08* │
│ NBT
1
1700
10
.01*
10
.02 │
│ NBR
0
0
10
20
│
│
│
│ SBL
1
1700
30
.02*
100
.06 │
│ SBT
1
1700
10
.01
10
.01* │
│ SBR
1
1700
60
.04
380
.22 │
│
│
│ EBL
2
3400
540
.16*
300
.09* │
│ EBT
3
5100
2470
.50
1755
.35 │
│ EBR
0
0
70
20
│
│
│
│ WBL
1
1700
10
.01
30
.02 │
│ WBT
3
5100
1989
.42* 1900
.39* │
│ WBR
0
0
160
80
│
│
│
│ Right Turn Adjustment
SBR
.14* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.66
.76
B-11
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
20
.01
140
.08* │
│ NBT
1
1700
10
.01*
10
.02 │
│ NBR
0
0
10
20
│
│
│
│ SBL
1
1700
30
.02*
100
.06 │
│ SBT
1
1700
10
.01
10
.01* │
│ SBR
1
1700
60
.04
380
.22 │
│
│
│ EBL
2
3400
540
.16*
300
.09* │
│ EBT
3
5100
2480
.50
1790
.35 │
│ EBR
0
0
70
20
│
│
│
│ WBL
1
1700
10
.01
30
.02 │
│ WBT
3
5100
2020
.43* 1920
.39* │
│ WBR
0
0
160
80
│
│
│
│ Right Turn Adjustment
SBR
.14* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.67
.76
11. Associated & Lambert
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
150
.09*
130
.08* │
│ NBT
2
3400
320
.10
40
.02 │
│ NBR
0
0
10
20
│
│
│
│ SBL
1
1700
100
.06
110
.06 │
│ SBT
2
3400
220
.13*
60
.04* │
│ SBR
0
0
450
.26
250
.15 │
│
│
│ EBL
2
3400
500
.15*
100
.03* │
│ EBT
3
5100
1350
.26
1310
.26 │
│ EBR
1
1700
120
.07
220
.13 │
│
│
│ WBL
1
1700
60
.04
20
.01 │
│ WBT
3
5100
1310
.29* 1350
.27* │
│ WBR
0
0
160
20
│
│
│
│ Right Turn Adjustment
SBR
.02*
SBR
.09* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.73
.56
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
150
.09*
130
.08* │
│ NBT
2
3400
320
.10
40
.02 │
│ NBR
0
0
11
22
│
│
│
│ SBL
1
1700
100
.06
110
.06 │
│ SBT
2
3400
220
.13*
60
.04* │
│ SBR
0
0
450
.26
250
.15 │
│
│
│ EBL
2
3400
500
.15*
100
.03* │
│ EBT
3
5100
1360
.27
1345
.26 │
│ EBR
1
1700
120
.07
220
.13 │
│
│
│ WBL
1
1700
60
.04
22
.01 │
│ WBT
3
5100
1341
.29* 1370
.27* │
│ WBR
0
0
160
20
│
│
│
│ Right Turn Adjustment
SBR
.02*
SBR
.09* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.73
.56
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
153
.09*
133
.08* │
│ NBT
2
3400
323
.10
43
.02 │
│ NBR
0
0
13
22
│
│
│
│ SBL
1
1700
125
.07
132
.08 │
│ SBT
2
3400
223
.13*
60
.04* │
│ SBR
0
0
453
.27
250
.15 │
│
│
│ EBL
2
3400
503
.15*
103
.03* │
│ EBT
3
5100
1524
.30
1408
.28 │
│ EBR
1
1700
123
.07
223
.13 │
│
│
│ WBL
1
1700
63
.04
22
.01 │
│ WBT
3
5100
1406
.31* 1462
.29* │
│ WBR
0
0
191
26
│
│
│
│ Right Turn Adjustment
SBR
.03*
SBR
.09* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.76
.58
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
153
.09*
133
.08* │
│ NBT
2
3400
323
.10
43
.02 │
│ NBR
0
0
14
24
│
│
│
│ SBL
1
1700
125
.07
132
.08 │
│ SBT
2
3400
223
.13*
60
.04* │
│ SBR
0
0
453
.27
250
.15 │
│
│
│ EBL
2
3400
503
.15*
103
.03* │
│ EBT
3
5100
1534
.30
1443
.28 │
│ EBR
1
1700
123
.07
223
.13 │
│
│
│ WBL
1
1700
63
.04
24
.01 │
│ WBT
3
5100
1437
.32* 1482
.30* │
│ WBR
0
0
191
26
│
│
│
│ Right Turn Adjustment
SBR
.03*
SBR
.09* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.77
.59
B-12
11. Associated & Lambert
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
160
.09*
140
.08 │
│ NBT
2
3400
330
.10
50
.02* │
│ NBR
0
0
19
28
│
│
│
│ SBL
1
1700
180
.11
180
.11* │
│ SBT
2
3400
230
.14*
60
.04 │
│ SBR
0
0
460
.27
250
.15 │
│
│
│ EBL
2
3400
510
.15*
110
.03* │
│ EBT
3
5100
1910
.37
1625
.32 │
│ EBR
1
1700
130
.08
230
.14 │
│
│
│ WBL
1
1700
70
.04
28
.02 │
│ WBT
3
5100
1619
.37* 1710
.34* │
│ WBR
0
0
260
40
│
│
│
│ Right Turn Adjustment
SBR
.02*
SBR
.08* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.82
.63
B-13
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
160
.09*
140
.08 │
│ NBT
2
3400
330
.10
50
.02* │
│ NBR
0
0
20
30
│
│
│
│ SBL
1
1700
180
.11
180
.11* │
│ SBT
2
3400
230
.14*
60
.04 │
│ SBR
0
0
460
.27
250
.15 │
│
│
│ EBL
2
3400
510
.15*
110
.03* │
│ EBT
3
5100
1920
.38
1660
.33 │
│ EBR
1
1700
130
.08
230
.14 │
│
│
│ WBL
1
1700
70
.04
30
.02 │
│ WBT
3
5100
1650
.37* 1730
.35* │
│ WBR
0
0
260
40
│
│
│
│ Right Turn Adjustment
SBR
.02*
SBR
.08* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.82
.64
12. Kraemer Blvd & Lambert
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
310
.09*
620
.18* │
│ NBT
2
3400
30
.01
60
.02 │
│ NBR
1
1700
10
.01
210
.12 │
│
│
│ SBL
1
1700
10
.01
10
.01 │
│ SBT
2
3400
70
.04*
50
.03* │
│ SBR
0
0
190
.11
100
.06 │
│
│
│ EBL
1
1700
60
.04
50
.03 │
│ EBT
2
3400
600
.18*
920
.27* │
│ EBR
2
3400
760
.22
430
.13 │
│
│
│ WBL
2
3400
220
.06*
50
.01* │
│ WBT
3
5100
840
.17
520
.10 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment
SBR
.02*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.44
.54
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
310
.09*
620
.18* │
│ NBT
2
3400
30
.01
60
.02 │
│ NBR
1
1700
17
.01
233
.14 │
│
│
│ SBL
1
1700
10
.01
10
.01 │
│ SBT
2
3400
70
.04*
50
.03* │
│ SBR
0
0
190
.11
100
.06 │
│
│
│ EBL
1
1700
60
.04
50
.03 │
│ EBT
2
3400
611
.18*
957
.28* │
│ EBR
2
3400
760
.22
430
.13 │
│
│
│ WBL
2
3400
240
.07*
63
.02* │
│ WBT
3
5100
873
.17
542
.11 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment
SBR
.01*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.44
.56
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
316
.09*
676
.20* │
│ NBT
2
3400
42
.01
88
.03 │
│ NBR
1
1700
33
.02
302
.18 │
│
│
│ SBL
1
1700
10
.01
10
.01 │
│ SBT
2
3400
92
.05*
62
.04* │
│ SBR
0
0
240
.14
119
.07 │
│
│
│ EBL
1
1700
79
.05
103
.06 │
│ EBT
2
3400
665
.20*
986
.29* │
│ EBR
2
3400
896
.26
464
.14 │
│
│
│ WBL
2
3400
298
.09*
71
.02* │
│ WBT
3
5100
929
.18
575
.11 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment
SBR
.01*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.49
.60
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
316
.09*
676
.20* │
│ NBT
2
3400
42
.01
88
.03 │
│ NBR
1
1700
40
.02
325
.19 │
│
│
│ SBL
1
1700
10
.01
10
.01 │
│ SBT
2
3400
92
.05*
62
.04* │
│ SBR
0
0
240
.14
119
.07 │
│
│
│ EBL
1
1700
79
.05
103
.06 │
│ EBT
2
3400
676
.20* 1023
.30* │
│ EBR
2
3400
896
.26
464
.14 │
│
│
│ WBL
2
3400
318
.09*
84
.02* │
│ WBT
3
5100
962
.19
597
.12 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment
SBR
.01*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.49
.61
B-14
12. Kraemer Blvd & Lambert
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
330
.10*
800
.24* │
│ NBT
2
3400
70
.02
150
.04 │
│ NBR
1
1700
83
.05
507
.30 │
│
│
│ SBL
1
1700
10
.01
10
.01 │
│ SBT
2
3400
140
.08*
90
.05* │
│ SBR
0
0
350
.21
160
.09 │
│
│
│ EBL
1
1700
120
.07
220
.13 │
│ EBT
2
3400
809
.24* 1133
.33* │
│ EBR
2
3400
1200
.35
540
.16 │
│
│
│ WBL
2
3400
470
.14*
117
.03* │
│ WBT
3
5100
1127
.22
698
.14 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment Multi
.02*
│
│ Clearance Interval
.05*
.05* │
│ Note: Assumes Right-Turn Overlap for EBR
│
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.63
.70
B-15
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
330
.10*
800
.24* │
│ NBT
2
3400
70
.02
150
.04 │
│ NBR
1
1700
90
.05
530
.31 │
│
│
│ SBL
1
1700
10
.01
10
.01 │
│ SBT
2
3400
140
.08*
90
.05* │
│ SBR
0
0
350
.21
160
.09 │
│
│
│ EBL
1
1700
120
.07
220
.13 │
│ EBT
2
3400
820
.24* 1170
.34* │
│ EBR
2
3400
1200
.35
540
.16 │
│
│
│ WBL
2
3400
490
.14*
130
.04* │
│ WBT
3
5100
1160
.23
720
.14 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment Multi
.03*
│
│ Clearance Interval
.05*
.05* │
│ Note: Assumes Right-Turn Overlap for EBR
│
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.64
.72
13. Valencia & Lambert
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
320
.19*
340
.20* │
│ NBT
2
3400
180
.05
100
.03 │
│ NBR
f
160
950
│
│
│
│ SBL
1
1700
10
.01
20
.01 │
│ SBT
2
3400
310
.09*
80
.02* │
│ SBR
d
1700
40
.02
80
.05 │
│
│
│ EBL
1
1700
40
.02
40
.02 │
│ EBT
3
5100
80
.02*
700
.20* │
│ EBR
0
0
470
.28
320
│
│
│
│ WBL
2
3400
790
.23*
160
.05* │
│ WBT
3
5100
590
.12
190
.04 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment
EBR
.12*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.70
.52
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
320
.19*
340
.20* │
│ NBT
2
3400
180
.05
100
.03 │
│ NBR
f
168
977
│
│
│
│ SBL
1
1700
10
.01
20
.01 │
│ SBT
2
3400
310
.09*
80
.02* │
│ SBR
d
1700
40
.02
80
.05 │
│
│
│ EBL
1
1700
40
.02
40
.02 │
│ EBT
3
5100
98
.03*
760
.21* │
│ EBR
0
0
470
.28
320
│
│
│
│ WBL
2
3400
814
.24*
176
.05* │
│ WBT
3
5100
643
.13
225
.04 │
│ WBR
0
0
10
0
│
│
│
│ Right Turn Adjustment
EBR
.11*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.71
.53
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
388
.23*
383
.23* │
│ NBT
2
3400
186
.05
100
.03 │
│ NBR
f
216
957
│
│
│
│ SBL
1
1700
10
.01
20
.01 │
│ SBT
2
3400
313
.09*
83
.02* │
│ SBR
d
1700
40
.02
80
.05 │
│
│
│ EBL
1
1700
43
.03
43
.03 │
│ EBT
3
5100
84
.02*
719
.21* │
│ EBR
0
0
538
.32
388
.23 │
│
│
│ WBL
2
3400
810
.24*
217
.06* │
│ WBT
3
5100
592
.12
195
.04 │
│ WBR
0
0
10
3
│
│
│
│ Right Turn Adjustment
EBR
.13*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.76
.57
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
388
.23*
383
.23* │
│ NBT
2
3400
186
.05
100
.03 │
│ NBR
f
224
984
│
│
│
│ SBL
1
1700
10
.01
20
.01 │
│ SBT
2
3400
313
.09*
83
.02* │
│ SBR
d
1700
40
.02
80
.05 │
│
│
│ EBL
1
1700
43
.03
43
.03 │
│ EBT
3
5100
102
.03*
779
.23* │
│ EBR
0
0
538
.32
388
│
│
│
│ WBL
2
3400
834
.25*
233
.07* │
│ WBT
3
5100
645
.13
230
.05 │
│ WBR
0
0
10
3
│
│
│
│ Right Turn Adjustment
EBR
.12*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.77
.60
B-16
13. Valencia & Lambert
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
540
.32*
480
.28* │
│ NBT
2
3400
200
.06
100
.03 │
│ NBR
f
342
973
│
│
│
│ SBL
1
1700
10
.01
20
.01 │
│ SBT
2
3400
320
.09*
90
.03* │
│ SBR
d
1700
40
.02
80
.05 │
│
│
│ EBL
1
1700
50
.03
50
.03 │
│ EBT
3
5100
92
.03*
760
.22* │
│ EBR
0
0
690
.41
540
.32 │
│
│
│ WBL
2
3400
856
.25*
344
.10* │
│ WBT
3
5100
597
.12
205
.04 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
EBR
.14*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.88
.68
B-17
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
540
.32*
480
.28* │
│ NBT
2
3400
200
.06
100
.03 │
│ NBR
f
350
1000
│
│
│
│ SBL
1
1700
10
.01
20
.01 │
│ SBT
2
3400
320
.09*
90
.03* │
│ SBR
d
1700
40
.02
80
.05 │
│
│
│ EBL
1
1700
50
.03
50
.03 │
│ EBT
3
5100
110
.03*
820
.24* │
│ EBR
0
0
690
.41
540
.32 │
│
│
│ WBL
2
3400
880
.26*
360
.11* │
│ WBT
3
5100
650
.13
240
.05 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
EBR
.14*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.89
.71
17. Associated (S) & Birch
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
220
.06*
340
.10* │
│ NBT
1
1700
10
.01
30
.02 │
│ NBR
1
1700
490
.29
250
.15 │
│
│
│ SBL
1
1700
40
.02
10
.01 │
│ SBT
1
1700
20
.02*
10
.01* │
│ SBR
0
0
10
10
│
│
│
│ EBL
1
1700
10
.01
10
.01 │
│ EBT
2
3400
780
.23*
740
.22* │
│ EBR
d
1700
300
.18
310
.18 │
│
│
│ WBL
2
3400
240
.07*
270
.08* │
│ WBT
2
3400
750
.22
980
.29 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
NBR
.18*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.61
.46
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
220
.06*
340
.10* │
│ NBT
1
1700
10
.01
30
.02 │
│ NBR
1
1700
490
.29
252
.15 │
│
│
│ SBL
1
1700
40
.02
10
.01 │
│ SBT
1
1700
20
.02*
10
.01* │
│ SBR
0
0
10
10
│
│
│
│ EBL
1
1700
10
.01
10
.01 │
│ EBT
2
3400
784
.23*
750
.22* │
│ EBR
d
1700
300
.18
310
.18 │
│
│
│ WBL
2
3400
240
.07*
271
.08* │
│ WBT
2
3400
760
.23
986
.29 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
NBR
.18*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.61
.46
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
245
.07*
343
.10* │
│ NBT
1
1700
10
.01
30
.02 │
│ NBR
1
1700
493
.29
330
.19 │
│
│
│ SBL
1
1700
43
.03
10
.01 │
│ SBT
1
1700
23
.02*
10
.01* │
│ SBR
0
0
10
10
│
│
│
│ EBL
1
1700
10
.01
10
.01 │
│ EBT
2
3400
785
.23*
740
.22* │
│ EBR
d
1700
309
.18
360
.21 │
│
│
│ WBL
2
3400
280
.08*
282
.08* │
│ WBT
2
3400
750
.22
981
.29 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
NBR
.17*
NBR
.03* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.62
.49
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
245
.07*
343
.10* │
│ NBT
1
1700
10
.01
30
.02 │
│ NBR
1
1700
493
.29
332
.20 │
│
│
│ SBL
1
1700
43
.03
10
.01 │
│ SBT
1
1700
23
.02*
10
.01* │
│ SBR
0
0
10
10
│
│
│
│ EBL
1
1700
10
.01
10
.01 │
│ EBT
2
3400
789
.23*
750
.22* │
│ EBR
d
1700
309
.18
360
.21 │
│
│
│ WBL
2
3400
280
.08*
283
.08* │
│ WBT
2
3400
760
.23
987
.29 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
NBR
.17*
NBR
.04* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.62
.50
B-18
17. Associated (S) & Birch
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
300
.09*
350
.10* │
│ NBT
1
1700
10
.01
30
.02 │
│ NBR
1
1700
500
.29
508
.30 │
│
│
│ SBL
1
1700
50
.03
10
.01 │
│ SBT
1
1700
30
.02*
10
.01* │
│ SBR
0
0
10
10
│
│
│
│ EBL
1
1700
10
.01
10
.01 │
│ EBT
2
3400
796
.23*
740
.22* │
│ EBR
d
1700
330
.19
470
.28 │
│
│
│ WBL
2
3400
370
.11*
309
.09* │
│ WBT
2
3400
750
.22
984
.29 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
NBR
.13*
NBR
.13* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.63
.60
B-19
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
300
.09*
350
.10* │
│ NBT
1
1700
10
.01
30
.02 │
│ NBR
1
1700
500
.29
510
.30 │
│
│
│ SBL
1
1700
50
.03
10
.01 │
│ SBT
1
1700
30
.02*
10
.01* │
│ SBR
0
0
10
10
│
│
│
│ EBL
1
1700
10
.01
10
.01 │
│ EBT
2
3400
800
.24*
750
.22* │
│ EBR
d
1700
330
.19
470
.28 │
│
│
│ WBL
2
3400
370
.11*
310
.09* │
│ WBT
2
3400
760
.23
990
.29 │
│ WBR
0
0
10
10
│
│
│
│ Right Turn Adjustment
NBR
.13*
NBR
.13* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.64
.60
18. Associated (N) & Birch
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
2
3400
130
.04*
70
.02* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
470
.28
220
.13 │
│
│
│ EBL
1
1700
410
.24*
400
.24* │
│ EBT
2
3400
680
.20
840
.25 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2
3400
540
.16* 1240
.36* │
│ WBR
1
1700
80
.05
110
.06 │
│
│
│ Right Turn Adjustment
SBR
.06*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.55
.67
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
2
3400
130
.04*
70
.02* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
470
.28
220
.13 │
│
│
│ EBL
1
1700
410
.24*
400
.24* │
│ EBT
2
3400
684
.20
852
.25 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2
3400
550
.16* 1247
.37* │
│ WBR
1
1700
80
.05
110
.06 │
│
│
│ Right Turn Adjustment
SBR
.06*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.55
.68
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
2
3400
139
.04*
73
.02* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
470
.28
220
.13 │
│
│
│ EBL
1
1700
413
.24*
403
.24* │
│ EBT
2
3400
682
.20
849
.25 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2
3400
571
.17* 1241
.37* │
│ WBR
1
1700
86
.05
113
.07 │
│
│
│ Right Turn Adjustment
SBR
.06*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.56
.68
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
2
3400
139
.04*
73
.02* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
470
.28
220
.13 │
│
│
│ EBL
1
1700
413
.24*
403
.24* │
│ EBT
2
3400
686
.20
861
.25 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2
3400
581
.17* 1248
.37* │
│ WBR
1
1700
86
.05
113
.07 │
│
│
│ Right Turn Adjustment
SBR
.06*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.56
.68
B-20
18. Associated (N) & Birch
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
2
3400
160
.05*
80
.02* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
470
.28
220
.13 │
│
│
│ EBL
1
1700
420
.25*
410
.24* │
│ EBT
2
3400
686
.20
868
.26 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2
3400
640
.19* 1243
.37* │
│ WBR
1
1700
100
.06
120
.07 │
│
│
│ Right Turn Adjustment
SBR
.04*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.58
.68
B-21
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
2
3400
160
.05*
80
.02* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
470
.28
220
.13 │
│
│
│ EBL
1
1700
420
.25*
410
.24* │
│ EBT
2
3400
690
.20
880
.26 │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
2
3400
650
.19* 1250
.37* │
│ WBR
1
1700
100
.06
120
.07 │
│
│
│ Right Turn Adjustment
SBR
.04*
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.58
.68
19. Kraemer Blvd & Birch
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
110
.03*
340
.10* │
│ NBT
3
5100
190
.05
620
.14 │
│ NBR
0
0
70
100
│
│
│
│ SBL
2
3400
260
.08
140
.04 │
│ SBT
3
5100
750
.17*
330
.08* │
│ SBR
0
0
110
60
│
│
│
│ EBL
1
1700
10
.01
100
.06* │
│ EBT
2
3400
530
.16*
490
.14 │
│ EBR
1
1700
230
.14
140
.08 │
│
│
│ WBL
1
1700
60
.04*
80
.05 │
│ WBT
2
3400
350
.10
750
.22* │
│ WBR
1
1700
120
.07
200
.12 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.45
.51
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
110
.03*
340
.10* │
│ NBT
3
5100
193
.05
631
.14 │
│ NBR
0
0
70
100
│
│
│
│ SBL
2
3400
260
.08
140
.04 │
│ SBT
3
5100
760
.17*
336
.08* │
│ SBR
0
0
120
67
│
│
│
│ EBL
1
1700
14
.01
112
.07* │
│ EBT
2
3400
530
.16*
490
.14 │
│ EBR
1
1700
230
.14
140
.08 │
│
│
│ WBL
1
1700
60
.04*
80
.05 │
│ WBT
2
3400
350
.10
750
.22* │
│ WBR
1
1700
120
.07
200
.12 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.45
.52
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
113
.03*
343
.10 │
│ NBT
3
5100
208
.06
663
.15* │
│ NBR
0
0
113
.07
100
│
│
│
│ SBL
2
3400
285
.08
187
.06* │
│ SBT
3
5100
914
.21*
341
.08 │
│ SBR
0
0
172
89
│
│
│
│ EBL
1
1700
30
.02
177
.10* │
│ EBT
2
3400
533
.16*
493
.15 │
│ EBR
1
1700
233
.14
143
.08 │
│
│
│ WBL
1
1700
63
.04*
83
.05 │
│ WBT
2
3400
353
.10
753
.22* │
│ WBR
1
1700
142
.08
268
.16 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.49
.58
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
113
.03*
343
.10 │
│ NBT
3
5100
211
.06
674
.15* │
│ NBR
0
0
113
.07
100
│
│
│
│ SBL
2
3400
285
.08
187
.06* │
│ SBT
3
5100
924
.22*
347
.09 │
│ SBR
0
0
182
96
│
│
│
│ EBL
1
1700
34
.02
189
.11* │
│ EBT
2
3400
533
.16*
493
.15 │
│ EBR
1
1700
233
.14
143
.08 │
│
│
│ WBL
1
1700
63
.04*
83
.05 │
│ WBT
2
3400
353
.10
753
.22* │
│ WBR
1
1700
142
.08
268
.16 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.50
.59
B-22
19. Kraemer Blvd & Birch
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
120
.04*
350
.10 │
│ NBT
3
5100
247
.07
759
.17* │
│ NBR
0
0
210
.12
100
│
│
│
│ SBL
2
3400
340
.10
290
.09* │
│ SBT
3
5100
1280
.31*
364
.10 │
│ SBR
0
0
310
153
│
│
│
│ EBL
1
1700
76
.04
348
.20* │
│ EBT
2
3400
540
.16*
500
.15 │
│ EBR
1
1700
240
.14
150
.09 │
│
│
│ WBL
1
1700
70
.04*
90
.05 │
│ WBT
2
3400
360
.11
760
.22* │
│ WBR
1
1700
190
.11
420
.25 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.60
.73
B-23
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
2
3400
120
.04*
350
.10 │
│ NBT
3
5100
250
.07
770
.17* │
│ NBR
0
0
210
.12
100
│
│
│
│ SBL
2
3400
340
.10
290
.09* │
│ SBT
3
5100
1290
.32*
370
.10 │
│ SBR
0
0
320
160
│
│
│
│ EBL
1
1700
80
.05
360
.21* │
│ EBT
2
3400
540
.16*
500
.15 │
│ EBR
1
1700
240
.14
150
.09 │
│
│
│ WBL
1
1700
70
.04*
90
.05 │
│ WBT
2
3400
360
.11
760
.22* │
│ WBR
1
1700
190
.11
420
.25 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.61
.74
20. Valencia & Birch/Rose
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
70
.04
150
.09 │
│ NBT
2
3400
140
.04*
630
.19* │
│ NBR
d
1700
10
.01
10
.01 │
│
│
│ SBL
1
1700
610
.36*
440
.26* │
│ SBT
2
3400
620
.18
130
.04 │
│ SBR
d
1700
290
.17
20
.01 │
│
│
│ EBL
2
3400
100
.03*
230
.07* │
│ EBT
2
3400
360
.12
480
.16 │
│ EBR
0
0
40
70
│
│
│
│ WBL
1
1700
10
.01
10
.01 │
│ WBT
2
3400
410
.12*
360
.11* │
│ WBR
1
1700
410
.24
520
.31 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.60
.68
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
70
.04
150
.09 │
│ NBT
2
3400
144
.04*
641
.19* │
│ NBR
d
1700
10
.01
10
.01 │
│
│
│ SBL
1
1700
623
.37*
449
.26* │
│ SBT
2
3400
630
.19
136
.04 │
│ SBR
d
1700
291
.17
21
.01 │
│
│
│ EBL
2
3400
100
.03*
231
.07* │
│ EBT
2
3400
360
.12
480
.16 │
│ EBR
0
0
40
70
│
│
│
│ WBL
1
1700
10
.01
10
.01 │
│ WBT
2
3400
410
.12*
360
.11* │
│ WBR
1
1700
414
.24
535
.31 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.61
.68
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
73
.04
153
.09 │
│ NBT
2
3400
173
.05*
636
.19* │
│ NBR
d
1700
10
.01
13
.01 │
│
│
│ SBL
1
1700
677
.40*
540
.32* │
│ SBT
2
3400
648
.19
147
.04 │
│ SBR
d
1700
293
.17
26
.02 │
│
│
│ EBL
2
3400
103
.03*
236
.07* │
│ EBT
2
3400
369
.12
483
.16 │
│ EBR
0
0
43
76
│
│
│
│ WBL
1
1700
10
.01
10
.01 │
│ WBT
2
3400
426
.13*
360
.11* │
│ WBR
1
1700
527
.31
602
.35 │
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.66
.74
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
73
.04
153
.09 │
│ NBT
2
3400
177
.05*
647
.19* │
│ NBR
d
1700
10
.01
13
.01 │
│
│
│ SBL
1
1700
690
.41*
549
.32* │
│ SBT
2
3400
658
.19
153
.05 │
│ SBR
d
1700
294
.17
27
.02 │
│
│
│ EBL
2
3400
103
.03*
237
.07* │
│ EBT
2
3400
369
.12
483
.16 │
│ EBR
0
0
43
76
│
│
│
│ WBL
1
1700
10
.01
10
.01 │
│ WBT
2
3400
426
.13*
360
.11* │
│ WBR
1
1700
531
.31
617
.36 │
│
│
│ Right Turn Adjustment
WBR
.01* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.67
.75
B-24
20. Valencia & Birch/Rose
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
80
.05
160
.09 │
│ NBT
2
3400
246
.07*
649
.19* │
│ NBR
d
1700
10
.01
20
.01 │
│
│
│ SBL
1
1700
827
.49*
761
.45* │
│ SBT
2
3400
710
.21
184
.05 │
│ SBR
d
1700
299
.18
39
.02 │
│
│
│ EBL
2
3400
110
.03*
249
.07* │
│ EBT
2
3400
390
.11
490
.14 │
│ EBR
1
1700
50
.03
90
.05 │
│
│
│ WBL
1
1700
10
.01
10
.01 │
│ WBT
2
3400
460
.14*
360
.11* │
│ WBR
1
1700
786
.46
785
.46 │
│
│
│ Right Turn Adjustment
WBR
.01* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.78
.88
B-25
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
1
1700
80
.05
160
.09 │
│ NBT
2
3400
250
.07*
660
.19* │
│ NBR
d
1700
10
.01
20
.01 │
│
│
│ SBL
1
1700
840
.49*
770
.45* │
│ SBT
2
3400
720
.21
190
.06 │
│ SBR
d
1700
300
.18
40
.02 │
│
│
│ EBL
2
3400
110
.03*
250
.07* │
│ EBT
2
3400
390
.11
490
.14 │
│ EBR
1
1700
50
.03
90
.05 │
│
│
│ WBL
1
1700
10
.01
10
.01 │
│ WBT
2
3400
460
.14*
360
.11* │
│ WBR
1
1700
790
.46
800
.47 │
│
│
│ Right Turn Adjustment
WBR
.02* │
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.78
.89
37. Olinda Dr & Carbon Canyon Rd
┌─────────────────────────────────────────────────────────┐
│ Existing Count (2012)
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1
1700
10
.01*
10
.01* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
10
.01
10
.01 │
│
│
│ EBL
1
1700
10
.01*
20
.01 │
│ EBT
1
1700
120
.07
1420
.84* │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
1
1700
1270
.75*
210
.13 │
│ WBR
0
0
10
10
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.82
.90
┌─────────────────────────────────────────────────────────┐
│ Existing Plus Project Conditions
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1
1700
10
.01*
10
.01* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
10
.01
10
.01 │
│
│
│ EBL
1
1700
10
.01*
20
.01 │
│ EBT
1
1700
146
.09
1507
.89* │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
1
1700
1347
.80*
261
.16 │
│ WBR
0
0
10
10
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.87
.95
┌─────────────────────────────────────────────────────────┐
│ 2017 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1
1700
10
.01*
10
.01* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
10
.01
10
.01 │
│
│
│ EBL
1
1700
10
.01*
20
.01 │
│ EBT
1
1700
180
.11
1475
.87* │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
1
1700
1314
.78*
275
.17 │
│ WBR
0
0
10
10
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.85
.93
┌─────────────────────────────────────────────────────────┐
│ 2017 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1
1700
10
.01*
10
.01* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
10
.01
10
.01 │
│
│
│ EBL
1
1700
10
.01*
20
.01 │
│ EBT
1
1700
206
.12
1562
.92* │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
1
1700
1391
.82*
326
.20 │
│ WBR
0
0
10
10
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.89
.98
B-26
37. Olinda Dr & Carbon Canyon Rd
┌─────────────────────────────────────────────────────────┐
│ 2035 No-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1
1700
10
.01*
10
.01* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
10
.01
10
.01 │
│
│
│ EBL
1
1700
10
.01*
20
.01 │
│ EBT
1
1700
314
.18
1598
.94* │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
1
1700
1413
.84*
419
.25 │
│ WBR
0
0
10
10
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.91
1.00
B-27
┌─────────────────────────────────────────────────────────┐
│ 2035 With-Project
│
│
│
│
AM PK HOUR
PM PK HOUR │
│
LANES CAPACITY
VOL
V/C
VOL
V/C │
│
│
│ NBL
0
0
0
0
│
│ NBT
0
0
0
0
│
│ NBR
0
0
0
0
│
│
│
│ SBL
1
1700
10
.01*
10
.01* │
│ SBT
0
0
0
0
│
│ SBR
1
1700
10
.01
10
.01 │
│
│
│ EBL
1
1700
10
.01*
20
.01 │
│ EBT
1
1700
340
.20
1685
.99* │
│ EBR
0
0
0
0
│
│
│
│ WBL
0
0
0
0
│
│ WBT
1
1700
1490
.88*
470
.28 │
│ WBR
0
0
10
10
│
│
│
│ Clearance Interval
.05*
.05* │
└─────────────────────────────────────────────────────────┘
TOTAL CAPACITY UTILIZATION
.95
1.05
MADRONA RESIDENTIAL TRAFFIC STUDY
Appendix C
HCM DELAY WORKSHEETS
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
C-1
MADRONA RESIDENTIAL TRAFFIC STUDY
Existing
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
C-2
Madrona Residential - Existing
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1420
1900
2.0
0.86
0.98
1.00
4725
1.00
4725
0.95
1495
13
1671
NA
2
640
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
674
279
206
Perm
320
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
337
0
337
Prot
1
1880
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1979
0
1979
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
850
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
895
0
492
Perm
0
1900
2.0
0.91
0.98
0.96
1588
0.96
1588
0.95
0
6
474
NA
4
490
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
516
7
432
Perm
15.5
17.7
0.16
4.2
3.0
552
0.10
63.8
66.4
0.60
4.6
3.0
3069
c0.39
0.61
42.9
1.37
1.0
59.7
E
0.64
14.1
0.58
0.5
8.6
A
16.1
B
0.95
0
0
0
44.1
46.7
0.42
4.6
3.0
2006
c0.35
0.83
28.2
0.82
3.1
26.2
C
27.2
C
2
44.1
46.7
0.42
4.6
3.0
578
0.15
0.36
21.5
1.39
1.2
31.0
C
26.0
0.79
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
4
36.6
39.6
0.36
5.0
3.0
605
0.29
0.81
31.9
1.00
8.2
40.1
D
0.0
A
36.6
39.6
0.36
5.0
3.0
572
0.30
0.83
32.1
1.00
9.6
41.7
D
40.5
D
4
36.6
39.6
0.36
5.0
3.0
541
0.29
0.80
31.6
1.00
8.1
39.7
D
C
6.0
Synchro 8 Report
C-3
Madrona Residential - Existing
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
280
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
295
0
295
Prot
5
1990
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2095
0
2095
NA
2
0
1900
0
1900
790
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
832
0
832
Perm
0
1900
0
1900
0.95
484
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
24.0
24.5
0.22
4.0
3.0
765
0.09
58.6
61.6
0.56
5.0
3.0
2848
c0.41
30.6
33.6
0.31
5.0
3.0
1462
c0.32
6
30.6
33.6
0.31
5.0
3.0
416
4
41.4
44.4
0.40
5.0
3.0
1386
0
1900
2.0
1.00
0.85
1.00
1583
1.00
1583
0.95
0
2
482
NA
4
0
1900
0.95
0
0
0
410
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
432
240
149
Perm
460
1900
0.95
0
0
0
1410
1900
2.0
0.86
1.00
1.00
4786
1.00
4786
0.95
1484
2
1525
NA
6
0.39
36.4
0.88
0.2
32.1
C
0.74
18.1
0.83
1.0
15.9
B
17.9
B
1.04
38.2
0.31
26.5
38.4
D
39.3
D
0.11
0.36
29.8
1.42
0.8
43.0
D
0.24
0.60
25.8
1.00
0.7
26.6
C
27.8
0.83
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
41.4
44.4
0.40
5.0
3.0
639
c0.30
0.75
28.1
1.00
5.0
33.1
C
29.0
C
0.0
A
C
4.0
Synchro 8 Report
C-4
Madrona Residential - Existing
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
43
0
43
Prot
7
80
1900
4.0
0.91
0.87
1.00
4433
1.00
4433
0.92
87
294
304
NA
4
470
1900
790
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
859
0
859
Prot
3
590
1900
4.0
0.91
1.00
1.00
5072
1.00
5072
0.92
641
2
650
NA
8
10
1900
320
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
348
0
348
Prot
5
180
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
196
0
196
NA
2
160
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
174
0
174
Free
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
1
310
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
337
0
337
NA
6
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
33
10
Perm
3.5
3.5
0.04
4.0
3.0
68
0.02
13.2
13.2
0.15
4.0
3.0
647
c0.07
23.0
23.0
0.25
4.0
3.0
872
c0.25
32.7
32.7
0.36
4.0
3.0
1833
0.13
18.0
18.0
0.20
4.0
3.0
352
c0.20
37.5
37.5
0.41
4.0
3.0
1466
0.06
0.8
0.8
0.01
4.0
3.0
16
0.01
20.3
20.3
0.22
4.0
3.0
794
c0.10
0.63
42.9
1.00
17.6
60.5
E
1.00dr
35.4
1.00
0.5
36.0
D
37.6
D
0.99
33.6
1.00
26.6
60.2
E
0.35
21.2
1.00
0.1
21.3
C
43.4
D
0.99
36.1
1.00
44.4
80.6
F
0.13
16.4
1.00
0.2
16.6
B
43.6
D
0.69
44.7
1.00
80.1
124.8
F
0.42
30.1
1.00
1.7
31.8
C
33.9
C
0.92
511
0
0
0.92
11
0
0
Intersection Summary
HCM Average Control Delay
41.2
HCM Level of Service
HCM Volume to Capacity ratio
0.74
Actuated Cycle Length (s)
90.5
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
90.5
90.5
1.00
1583
0.11
0.11
0.0
1.00
0.1
0.1
A
6
20.3
20.3
0.22
4.0
3.0
355
0.01
0.03
27.4
1.00
0.1
27.5
C
D
16.0
Synchro 8 Report
C-5
Madrona Residential - Existing
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
100
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
109
0
109
Prot
7
360
1900
4.0
0.95
0.99
1.00
3487
1.00
3487
0.92
391
8
426
NA
4
40
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
410
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
446
0
446
NA
8
410
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
446
355
91
Perm
70
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
76
0
76
Prot
5
140
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
152
0
152
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
9
2
Perm
610
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
663
0
663
Prot
1
620
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
674
0
674
NA
6
290
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
315
149
166
Perm
4.0
4.0
0.04
4.0
3.0
151
c0.03
21.7
21.7
0.24
4.0
3.0
834
c0.12
0.8
0.8
0.01
4.0
3.0
16
0.01
18.5
18.5
0.20
4.0
3.0
722
c0.13
6.7
6.7
0.07
4.0
3.0
131
0.04
17.2
17.2
0.19
4.0
3.0
671
0.04
35.0
35.0
0.39
4.0
3.0
683
c0.37
45.5
45.5
0.50
4.0
3.0
1775
c0.19
0.72
42.8
1.00
15.6
58.4
E
0.51
29.9
1.00
0.5
30.4
C
36.0
D
0.69
44.8
1.00
80.1
124.9
F
0.62
32.9
1.00
1.6
34.5
C
33.8
C
0.58
40.6
1.00
6.4
47.0
D
0.23
31.1
1.00
0.8
31.9
C
36.6
D
0.97
27.3
1.00
27.2
54.5
D
0.38
13.9
1.00
0.6
14.5
B
30.3
C
0.92
43
0
0
32.7
0.73
90.7
15
8
18.5
18.5
0.20
4.0
3.0
323
0.06
0.28
30.5
1.00
0.5
31.0
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
17.2
17.2
0.19
4.0
3.0
300
0.00
0.01
29.8
1.00
0.0
29.9
C
6
45.5
45.5
0.50
4.0
3.0
794
0.11
0.21
12.6
1.00
0.6
13.2
B
C
16.0
Synchro 8 Report
C-6
Madrona Residential - Existing
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
10
1900
4.0
1.00
1.00
0.95
1770
0.07
121
0.92
11
0
11
pm+pt
7
4
62.7
62.7
0.88
4.0
3.0
134
0.00
0.07
0.08
16.3
1.00
0.3
16.6
B
120
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
130
0
130
NA
4
1270
1900
4.0
1.00
1.00
1.00
1861
1.00
1861
0.92
1380
0
1391
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
62.7
62.7
0.88
4.0
3.0
1638
c0.07
57.5
57.5
0.81
4.0
3.0
1501
c0.75
0.6
0.6
0.01
4.0
3.0
15
c0.01
1.2
1.2
0.02
4.0
3.0
27
0.00
0.08
0.6
1.00
0.0
0.6
A
1.8
A
0.93
5.3
1.00
10.1
15.4
B
15.4
B
0.73
35.3
1.00
103.2
138.5
F
86.5
F
0.01
34.5
1.00
0.1
34.6
C
15.2
0.91
71.3
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
12.0
Synchro 8 Report
C-7
Madrona Residential - Existing
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1390
1900
2.0
0.86
0.96
1.00
4632
1.00
4632
0.95
1463
49
1878
NA
2
980
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
1032
306
262
Perm
420
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
442
0
442
Prot
1
1730
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1821
0
1821
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
450
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
474
0
384
Perm
10
1900
2.0
0.91
0.89
0.99
1492
0.99
1492
0.95
11
15
353
NA
4
590
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
621
15
339
Perm
17.0
19.2
0.17
4.2
3.0
599
c0.13
69.4
72.0
0.65
4.6
3.0
3328
0.36
0.74
43.0
0.87
2.9
40.2
D
0.55
10.2
1.13
0.4
12.0
B
17.5
B
0.95
0
0
0
48.2
50.8
0.46
4.6
3.0
2139
c0.41
0.88
26.8
0.64
3.4
20.6
C
26.3
C
2
48.2
50.8
0.46
4.6
3.0
629
0.19
0.42
19.7
2.25
1.2
45.6
D
25.6
0.80
110.0
15
HCM Level of Service
Sum of lost time (s)
SR-57/Lambert Road Interchange PA/ED - Existing 1/6/2012 PM Peak Hour
C-8
4
31.0
34.0
0.31
5.0
3.0
520
0.23
0.74
34.0
1.00
5.4
39.5
D
0.0
A
31.0
34.0
0.31
5.0
3.0
461
0.24
0.77
34.4
1.00
7.5
41.9
D
40.4
D
4
31.0
34.0
0.31
5.0
3.0
465
0.23
0.73
33.9
1.00
5.8
39.7
D
C
6.0
Synchro 7 - Report
Page 1
Madrona Residential - Existing
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
400
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
421
0
421
Prot
5
1440
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1516
0
1516
NA
2
0
1900
0
1900
780
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
821
0
821
Perm
0
1900
0
1900
0.95
347
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
18.7
19.2
0.17
4.0
3.0
599
c0.12
64.0
67.0
0.61
5.0
3.0
3097
0.30
41.3
44.3
0.40
5.0
3.0
1890
c0.36
6
41.3
44.3
0.40
5.0
3.0
549
4
36.0
39.0
0.35
5.0
3.0
1217
10
1900
2.0
1.00
0.85
1.00
1592
1.00
1592
0.95
11
17
341
NA
4
0
1900
0.95
0
0
0
720
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
758
294
199
Perm
330
1900
0.95
0
0
0
1370
1900
2.0
0.86
0.98
1.00
4694
1.00
4694
0.95
1442
19
1688
NA
6
0.70
42.7
0.79
2.0
35.7
D
0.49
12.0
0.62
0.3
7.7
A
13.8
B
0.89
30.6
0.59
5.5
23.4
C
19.8
B
0.15
0.36
23.0
0.26
1.4
7.5
A
c0.24
0.67
30.1
1.00
1.5
31.6
C
20.2
0.77
110.0
15
HCM Level of Service
Sum of lost time (s)
SR-57/Lambert Road Interchange PA/ED - Existing 1/6/2012 PM Peak Hour
C-9
36.0
39.0
0.35
5.0
3.0
564
0.21
0.60
29.2
1.00
1.8
31.0
C
31.4
C
0.0
A
C
7.5
Synchro 7 - Report
Page 1
Madrona Residential - Existing
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
43
0
43
Prot
7
700
1900
4.0
0.91
0.95
1.00
4846
1.00
4846
0.92
761
90
1019
NA
4
320
1900
160
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
174
0
174
Prot
3
190
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
207
0
207
NA
8
0
1900
340
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
370
0
370
Prot
5
100
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
109
0
109
NA
2
950
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
1033
0
1033
Free
20
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
22
0
22
Prot
1
80
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
87
0
87
NA
6
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
67
20
Perm
3.5
3.5
0.04
4.0
3.0
69
0.02
24.1
24.1
0.27
4.0
3.0
1299
c0.21
7.0
7.0
0.08
4.0
3.0
267
0.05
27.6
27.6
0.31
4.0
3.0
1561
0.04
21.8
21.8
0.24
4.0
3.0
429
c0.21
40.9
40.9
0.45
4.0
3.0
1610
0.03
1.9
1.9
0.02
4.0
3.0
37
0.01
21.0
21.0
0.23
4.0
3.0
827
0.02
0.62
42.6
1.00
16.2
58.8
E
0.78
30.5
1.00
3.2
33.7
C
34.6
C
0.65
40.3
1.00
5.6
45.9
D
0.13
22.5
1.00
0.0
22.5
C
33.2
C
0.86
32.6
1.00
16.2
48.8
D
0.07
13.8
1.00
0.1
13.9
B
14.4
B
0.59
43.6
1.00
23.1
66.7
E
0.11
27.1
1.00
0.3
27.3
C
31.6
C
0.92
348
0
0
24.8
0.72
89.9
15
0.92
0
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
Free
89.9
89.9
1.00
1583
c0.65
0.65
0.0
1.00
2.1
2.1
A
6
21.0
21.0
0.23
4.0
3.0
370
0.01
0.05
26.7
1.00
0.3
27.0
C
C
4.0
Synchro 8 Report
C-10
Madrona Residential - Existing
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
230
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
250
0
250
Prot
7
480
1900
4.0
0.95
0.98
1.00
3472
1.00
3472
0.92
522
12
586
NA
4
70
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
360
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
391
0
391
NA
8
520
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
565
428
137
Perm
150
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
163
0
163
Prot
5
630
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
685
0
685
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
8
3
Perm
440
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
478
0
478
Prot
1
130
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
141
0
141
NA
6
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
22
13
9
Perm
8.0
8.0
0.09
4.0
3.0
303
c0.07
25.5
25.5
0.28
4.0
3.0
976
c0.17
0.8
0.8
0.01
4.0
3.0
16
0.01
18.3
18.3
0.20
4.0
3.0
714
0.11
12.5
12.5
0.14
4.0
3.0
244
0.09
22.3
22.3
0.25
4.0
3.0
870
c0.19
26.1
26.1
0.29
4.0
3.0
509
c0.27
35.9
35.9
0.40
4.0
3.0
1401
0.04
0.83
40.7
1.00
16.5
57.2
E
0.60
28.2
1.00
1.0
29.2
C
37.5
D
0.69
44.8
1.00
80.1
124.9
F
0.55
32.5
1.00
0.9
33.3
C
33.9
C
0.67
37.1
1.00
6.8
43.9
D
0.79
32.0
1.00
7.1
39.1
D
39.8
D
0.94
31.5
1.00
25.2
56.7
E
0.10
17.2
1.00
0.1
17.4
B
46.7
D
0.92
76
0
0
38.8
0.78
90.7
15
8
18.3
18.3
0.20
4.0
3.0
319
0.09
0.43
31.6
1.00
0.9
32.6
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
22.3
22.3
0.25
4.0
3.0
389
0.00
0.01
25.8
1.00
0.0
25.9
C
6
35.9
35.9
0.40
4.0
3.0
627
0.01
0.01
16.6
1.00
0.0
16.7
B
D
12.0
Synchro 8 Report
C-11
Madrona Residential - Existing
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
20
1900
4.0
1.00
1.00
0.95
1770
0.57
1069
0.92
22
0
22
pm+pt
7
4
69.9
69.9
0.89
4.0
3.0
969
0.00
0.02
0.02
0.6
1.00
0.0
0.6
A
1420
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1543
0
1543
NA
4
210
1900
4.0
1.00
0.99
1.00
1851
1.00
1851
0.92
228
2
237
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
69.9
69.9
0.89
4.0
3.0
1657
c0.83
63.8
63.8
0.81
4.0
3.0
1502
0.13
0.7
0.7
0.01
4.0
3.0
16
c0.01
2.1
2.1
0.03
4.0
3.0
42
0.00
0.93
2.8
1.00
9.9
12.7
B
12.5
B
0.16
1.6
1.00
0.0
1.6
A
1.6
A
0.69
38.8
1.00
80.1
118.9
F
78.1
E
0.01
37.2
1.00
0.1
37.3
D
11.9
0.93
78.6
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
8.0
Synchro 8 Report
C-12
MADRONA RESIDENTIAL TRAFFIC STUDY
Existing Plus Project
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
C-13
Madrona Residential - Existing Plus Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1420
1900
2.0
0.86
0.98
1.00
4725
1.00
4725
0.95
1495
13
1671
NA
2
640
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
674
280
205
Perm
335
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
353
0
353
Prot
1
1890
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1989
0
1989
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
852
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
897
0
484
Perm
0
1900
2.0
0.91
0.98
0.96
1590
0.96
1590
0.95
0
6
479
NA
4
490
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
516
7
437
Perm
15.8
18.0
0.16
4.2
3.0
562
0.10
63.8
66.4
0.60
4.6
3.0
3069
c0.39
0.63
42.9
1.37
1.0
59.6
E
0.65
14.2
0.57
0.5
8.6
A
16.3
B
0.95
0
0
0
43.8
46.4
0.42
4.6
3.0
1993
c0.35
0.84
28.4
0.87
3.4
28.1
C
29.6
C
2
43.8
46.4
0.42
4.6
3.0
575
0.15
0.36
21.6
1.54
1.3
34.7
C
27.0
0.79
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
4
36.6
39.6
0.36
5.0
3.0
605
0.29
0.80
31.6
1.00
7.5
39.1
D
0.0
A
36.6
39.6
0.36
5.0
3.0
572
0.30
0.84
32.3
1.00
10.4
42.6
D
40.7
D
4
36.6
39.6
0.36
5.0
3.0
541
0.29
0.81
31.8
1.00
8.6
40.4
D
C
6.0
Synchro 8 Report
C-14
Madrona Residential - Existing Plus Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
280
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
295
0
295
Prot
5
1997
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2102
0
2102
NA
2
0
1900
0
1900
790
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
832
0
832
Perm
0
1900
0
1900
0.95
487
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
24.0
24.5
0.22
4.0
3.0
765
0.09
58.5
61.5
0.56
5.0
3.0
2843
c0.41
30.5
33.5
0.30
5.0
3.0
1457
c0.32
6
30.5
33.5
0.30
5.0
3.0
415
4
41.5
44.5
0.40
5.0
3.0
1389
0
1900
2.0
1.00
0.85
1.00
1583
1.00
1583
0.95
0
2
485
NA
4
0
1900
0.95
0
0
0
416
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
438
240
154
Perm
463
1900
0.95
0
0
0
1435
1900
2.0
0.86
1.00
1.00
4785
1.00
4785
0.95
1511
2
1553
NA
6
0.39
36.4
0.88
0.2
32.2
C
0.74
18.2
0.83
1.0
16.2
B
18.1
B
1.07
38.2
0.34
35.7
48.8
D
47.8
D
0.11
0.37
30.0
1.43
0.9
43.9
D
0.24
0.60
25.7
1.00
0.7
26.4
C
30.9
0.84
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
41.5
44.5
0.40
5.0
3.0
640
c0.31
0.76
28.1
1.00
5.1
33.2
C
28.9
C
0.0
A
C
4.0
Synchro 8 Report
C-15
Madrona Residential - Existing Plus Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
43
0
43
Prot
7
98
1900
4.0
0.91
0.88
1.00
4455
1.00
4455
0.92
107
293
325
NA
4
470
1900
814
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
885
0
885
Prot
3
643
1900
4.0
0.91
1.00
1.00
5073
1.00
5073
0.92
699
2
708
NA
8
10
1900
320
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
348
0
348
Prot
5
180
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
196
0
196
NA
2
168
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
183
0
183
Free
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
1
310
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
337
0
337
NA
6
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
33
10
Perm
3.5
3.5
0.04
4.0
3.0
68
0.02
13.5
13.5
0.15
4.0
3.0
662
c0.07
23.0
23.0
0.25
4.0
3.0
870
c0.26
33.0
33.0
0.36
4.0
3.0
1844
0.14
18.0
18.0
0.20
4.0
3.0
351
c0.20
37.5
37.5
0.41
4.0
3.0
1462
0.06
0.8
0.8
0.01
4.0
3.0
16
0.01
20.3
20.3
0.22
4.0
3.0
791
c0.10
0.63
43.0
1.00
17.6
60.6
E
0.99dr
35.5
1.00
0.6
36.1
D
37.7
D
1.02
33.9
1.00
34.9
68.8
E
0.38
21.4
1.00
0.1
21.5
C
47.7
D
0.99
36.3
1.00
45.6
81.9
F
0.13
16.6
1.00
0.2
16.8
B
43.8
D
0.69
44.9
1.00
80.1
125.0
F
0.43
30.3
1.00
1.7
31.9
C
34.1
C
0.92
511
0
0
0.92
11
0
0
Intersection Summary
HCM Average Control Delay
43.3
HCM Level of Service
HCM Volume to Capacity ratio
0.76
Actuated Cycle Length (s)
90.8
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
90.8
90.8
1.00
1583
0.12
0.12
0.0
1.00
0.1
0.1
A
6
20.3
20.3
0.22
4.0
3.0
354
0.01
0.03
27.5
1.00
0.1
27.7
C
D
16.0
Synchro 8 Report
C-16
Madrona Residential - Existing Plus Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
100
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
109
0
109
Prot
7
360
1900
4.0
0.95
0.99
1.00
3487
1.00
3487
0.92
391
8
426
NA
4
40
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
410
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
446
0
446
NA
8
414
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
450
358
92
Perm
70
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
76
0
76
Prot
5
144
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
157
0
157
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
9
2
Perm
613
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
666
0
666
Prot
1
633
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
688
0
688
NA
6
291
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
316
148
168
Perm
4.0
4.0
0.04
4.0
3.0
151
c0.03
21.7
21.7
0.24
4.0
3.0
833
c0.12
0.8
0.8
0.01
4.0
3.0
16
0.01
18.5
18.5
0.20
4.0
3.0
721
c0.13
6.7
6.7
0.07
4.0
3.0
131
0.04
17.2
17.2
0.19
4.0
3.0
670
0.04
35.1
35.1
0.39
4.0
3.0
684
c0.38
45.6
45.6
0.50
4.0
3.0
1777
c0.19
0.72
42.9
1.00
15.6
58.5
E
0.51
30.0
1.00
0.5
30.5
C
36.1
D
0.69
44.9
1.00
80.1
125.0
F
0.62
32.9
1.00
1.6
34.5
C
33.9
C
0.58
40.7
1.00
6.4
47.1
D
0.23
31.2
1.00
0.8
32.0
C
36.6
D
0.97
27.4
1.00
27.7
55.1
E
0.39
14.0
1.00
0.6
14.6
B
30.5
C
0.92
43
0
0
32.8
0.74
90.8
15
8
18.5
18.5
0.20
4.0
3.0
323
0.06
0.28
30.6
1.00
0.5
31.0
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
17.2
17.2
0.19
4.0
3.0
300
0.00
0.01
29.9
1.00
0.0
29.9
C
6
45.6
45.6
0.50
4.0
3.0
795
0.11
0.21
12.6
1.00
0.6
13.2
B
C
16.0
Synchro 8 Report
C-17
Madrona Residential - Existing + Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
10
1900
4.0
1.00
1.00
0.95
1770
0.05
100
0.92
11
0
11
pm+pt
7
4
75.9
75.9
0.90
4.0
3.0
119
0.00
0.08
0.09
25.4
1.00
0.3
25.7
C
146
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
159
0
159
NA
4
1347
1900
4.0
1.00
1.00
1.00
1861
1.00
1861
0.92
1464
0
1475
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
75.9
75.9
0.90
4.0
3.0
1671
c0.09
70.4
70.4
0.83
4.0
3.0
1549
c0.79
0.7
0.7
0.01
4.0
3.0
15
c0.01
1.5
1.5
0.02
4.0
3.0
28
0.00
0.10
0.5
1.00
0.0
0.5
A
2.1
A
0.95
5.7
1.00
13.2
18.9
B
18.9
B
0.73
41.9
1.00
103.2
145.1
F
93.0
F
0.01
40.8
1.00
0.1
40.9
D
18.2
0.93
84.6
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
12.0
Synchro 8 Report
C-18
Madrona Residential - Existing Plus Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1402
1900
2.0
0.86
0.96
1.00
4633
1.00
4633
0.95
1476
48
1892
NA
2
980
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
1032
306
262
Perm
427
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
449
0
449
Prot
1
1739
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1831
0
1831
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
457
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
481
0
385
Perm
10
1900
2.0
0.91
0.89
0.99
1495
0.99
1495
0.95
11
15
353
NA
4
590
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
621
15
345
Perm
17.1
19.3
0.18
4.2
3.0
602
c0.13
69.5
72.1
0.66
4.6
3.0
3333
0.36
0.75
43.0
0.86
3.0
40.1
D
0.55
10.2
1.14
0.4
12.1
B
17.6
B
0.95
0
0
0
48.2
50.8
0.46
4.6
3.0
2140
c0.41
0.88
26.9
0.64
3.6
20.8
C
26.4
C
2
48.2
50.8
0.46
4.6
3.0
629
0.19
0.42
19.7
2.24
1.2
45.4
D
25.7
0.81
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
4
30.9
33.9
0.31
5.0
3.0
518
0.23
0.74
34.1
1.00
5.7
39.9
D
0.0
A
30.9
33.9
0.31
5.0
3.0
461
0.24
0.77
34.5
1.00
7.5
41.9
D
40.8
D
4
30.9
33.9
0.31
5.0
3.0
464
0.23
0.74
34.2
1.00
6.4
40.5
D
C
6.0
Synchro 8 - Report
C-19
Madrona Residential - Existing Plus Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
400
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
421
0
421
Prot
5
1459
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1536
0
1536
NA
2
0
1900
0
1900
780
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
821
0
821
Perm
0
1900
0
1900
0.95
364
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
18.7
19.2
0.17
4.0
3.0
599
c0.12
64.0
67.0
0.61
5.0
3.0
3097
0.30
41.3
44.3
0.40
5.0
3.0
1892
c0.36
6
41.3
44.3
0.40
5.0
3.0
549
4
36.0
39.0
0.35
5.0
3.0
1217
10
1900
2.0
1.00
0.85
1.00
1592
1.00
1592
0.95
11
16
359
NA
4
0
1900
0.95
0
0
0
724
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
762
300
203
Perm
346
1900
0.95
0
0
0
1386
1900
2.0
0.86
0.98
1.00
4697
1.00
4697
0.95
1459
17
1701
NA
6
0.70
42.7
0.80
2.0
35.9
D
0.50
12.0
0.62
0.3
7.8
A
13.8
B
0.90
30.8
0.59
5.7
23.8
C
20.4
C
0.15
0.37
23.0
0.33
1.5
9.0
A
c0.24
0.67
30.1
1.00
1.5
31.6
C
20.5
0.77
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
36.0
39.0
0.35
5.0
3.0
564
0.23
0.64
29.6
1.00
2.4
31.9
C
31.7
C
0.0
A
C
7.5
Synchro 8 - Report
C-20
Madrona Residential - Existing Plus Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
40
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
43
0
43
Prot
7
760
1900
4.0
0.91
0.96
1.00
4859
1.00
4859
0.92
826
82
1092
NA
4
320
1900
176
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
191
0
191
Prot
3
225
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.92
245
0
245
NA
8
0
1900
340
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
370
0
370
Prot
5
100
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
109
0
109
NA
2
977
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
1062
0
1062
Free
20
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
22
0
22
Prot
1
80
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
87
0
87
NA
6
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
67
20
Perm
3.5
3.5
0.04
4.0
3.0
69
0.02
24.6
24.6
0.27
4.0
3.0
1322
c0.22
7.0
7.0
0.08
4.0
3.0
266
0.06
28.1
28.1
0.31
4.0
3.0
1581
0.05
21.9
21.9
0.24
4.0
3.0
429
c0.21
40.9
40.9
0.45
4.0
3.0
1601
0.03
1.9
1.9
0.02
4.0
3.0
37
0.01
20.9
20.9
0.23
4.0
3.0
818
0.02
0.62
42.8
1.00
16.2
59.0
E
0.83
30.9
1.00
4.4
35.2
D
36.1
D
0.72
40.7
1.00
8.9
49.7
D
0.15
22.6
1.00
0.0
22.6
C
34.5
C
0.86
32.8
1.00
16.2
49.0
D
0.07
14.0
1.00
0.1
14.1
B
14.3
B
0.59
43.9
1.00
23.1
66.9
E
0.11
27.4
1.00
0.3
27.7
C
31.9
C
0.92
348
0
0
25.7
0.74
90.4
15
0.92
0
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
Free
90.4
90.4
1.00
1583
c0.67
0.67
0.0
1.00
2.3
2.3
A
6
20.9
20.9
0.23
4.0
3.0
366
0.01
0.05
27.1
1.00
0.3
27.3
C
C
4.0
Synchro 8 Report
C-21
Madrona Residential - Existing Plus Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
231
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
251
0
251
Prot
7
480
1900
4.0
0.95
0.98
1.00
3472
1.00
3472
0.92
522
12
586
NA
4
70
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
360
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
391
0
391
NA
8
525
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
571
427
144
Perm
150
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
163
0
163
Prot
5
651
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
708
0
708
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
8
3
Perm
444
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
483
0
483
Prot
1
141
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
153
0
153
NA
6
21
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
23
14
9
Perm
8.0
8.0
0.09
4.0
3.0
302
c0.07
25.5
25.5
0.28
4.0
3.0
975
c0.17
0.8
0.8
0.01
4.0
3.0
16
0.01
18.3
18.3
0.20
4.0
3.0
713
0.11
12.5
12.5
0.14
4.0
3.0
244
0.09
22.2
22.2
0.24
4.0
3.0
865
c0.20
26.3
26.3
0.29
4.0
3.0
513
c0.27
36.0
36.0
0.40
4.0
3.0
1403
0.04
0.83
40.7
1.00
17.4
58.1
E
0.60
28.3
1.00
1.1
29.3
C
37.8
D
0.69
44.9
1.00
80.1
125.0
F
0.55
32.5
1.00
0.9
33.4
C
34.1
C
0.67
37.2
1.00
6.8
43.9
D
0.82
32.4
1.00
8.5
40.9
D
41.3
D
0.94
31.5
1.00
25.8
57.3
E
0.11
17.3
1.00
0.2
17.4
B
46.6
D
0.92
76
0
0
39.4
0.79
90.8
15
8
18.3
18.3
0.20
4.0
3.0
319
0.09
0.45
31.8
1.00
1.0
32.9
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
22.2
22.2
0.24
4.0
3.0
387
0.00
0.01
26.0
1.00
0.0
26.0
C
6
36.0
36.0
0.40
4.0
3.0
628
0.01
0.01
16.6
1.00
0.0
16.7
B
D
12.0
Synchro 8 Report
C-22
Madrona Residential - Existing + Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
20
1900
4.0
1.00
1.00
0.95
1770
0.55
1024
0.92
22
0
22
pm+pt
7
4
79.8
79.8
0.90
4.0
3.0
944
0.00
0.02
0.02
0.5
1.00
0.0
0.5
A
1507
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1638
0
1638
NA
4
261
1900
4.0
1.00
0.99
1.00
1853
1.00
1853
0.92
284
1
294
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
79.8
79.8
0.90
4.0
3.0
1680
c0.88
73.4
73.4
0.83
4.0
3.0
1537
0.16
0.7
0.7
0.01
4.0
3.0
14
c0.01
2.4
2.4
0.03
4.0
3.0
43
0.00
0.97
3.5
1.00
16.3
19.8
B
19.5
B
0.19
1.5
1.00
0.1
1.6
A
1.6
A
0.79
43.8
1.00
130.6
174.4
F
108.2
F
0.01
41.9
1.00
0.1
42.0
D
17.9
0.97
88.5
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
8.0
Synchro 8 Report
C-23
MADRONA RESIDENTIAL TRAFFIC STUDY
2017 No-Project
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
C-24
Madrona Residential - 2017 No-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1614
1900
2.0
0.86
0.99
1.00
4740
1.00
4740
0.95
1699
10
1860
NA
2
677
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
713
301
241
Perm
337
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
355
0
355
Prot
1
1951
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2054
0
2054
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
942
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
992
0
556
Perm
0
1900
2.0
0.91
0.97
0.96
1581
0.96
1581
0.95
0
5
542
NA
4
583
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
614
5
498
Perm
11.0
13.2
0.12
4.2
3.0
412
c0.10
61.6
64.2
0.58
4.6
3.0
2968
0.40
0.86
47.5
1.20
11.9
69.0
E
0.69
16.0
0.41
0.9
7.4
A
16.5
B
0.95
0
0
0
46.4
49.0
0.45
4.6
3.0
2111
c0.39
0.88
27.8
0.85
4.8
28.4
C
30.5
C
2
46.4
49.0
0.45
4.6
3.0
607
0.18
0.40
20.6
1.75
1.6
37.6
D
29.1
0.87
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
4
38.8
41.8
0.38
5.0
3.0
639
0.33
0.87
31.6
1.00
12.3
43.9
D
0.0
A
38.8
41.8
0.38
5.0
3.0
601
0.34
0.90
32.2
1.00
16.8
48.9
D
46.0
D
4
38.8
41.8
0.38
5.0
3.0
572
0.33
0.87
31.6
1.00
13.6
45.2
D
C
6.0
Synchro 8 Report
C-25
Madrona Residential - 2017 No-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
330
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
347
0
347
Prot
5
2211
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2327
0
2327
NA
2
0
1900
0
1900
793
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
835
0
835
Perm
0
1900
0
1900
0.95
486
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
15.0
15.5
0.14
4.0
3.0
484
0.10
62.0
65.0
0.59
5.0
3.0
3005
c0.46
43.0
46.0
0.42
5.0
3.0
2001
c0.33
6
43.0
46.0
0.42
5.0
3.0
570
4
38.0
41.0
0.37
5.0
3.0
1280
0
1900
2.0
1.00
0.85
1.00
1583
1.00
1583
0.95
0
3
483
NA
4
0
1900
0.95
0
0
0
421
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
443
232
167
Perm
462
1900
0.95
0
0
0
1467
1900
2.0
0.86
1.00
1.00
4786
1.00
4786
0.95
1544
2
1586
NA
6
0.72
45.2
0.87
2.3
41.7
D
0.77
17.0
0.75
0.9
13.6
B
17.2
B
0.79
27.8
0.47
2.0
15.1
B
21.0
C
0.12
0.29
21.2
2.05
0.8
44.4
D
0.24
0.65
28.6
1.00
1.2
29.8
C
22.1
0.79
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
38.0
41.0
0.37
5.0
3.0
590
c0.31
0.82
31.2
1.00
8.7
39.9
D
33.5
C
0.0
A
C
4.0
Synchro 8 Report
C-26
Madrona Residential - 2017 No-Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
43
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
47
0
47
Prot
7
84
1900
4.0
0.91
0.87
1.00
4425
1.00
4425
0.92
91
320
356
NA
4
538
1900
810
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
880
0
880
Prot
3
592
1900
4.0
0.91
1.00
1.00
5072
1.00
5072
0.92
643
2
652
NA
8
10
1900
388
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
422
0
422
Prot
5
186
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
202
0
202
NA
2
216
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
235
0
235
Free
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
1
313
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
340
0
340
NA
6
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
34
9
Perm
3.5
3.5
0.04
4.0
3.0
68
0.03
14.2
14.2
0.16
4.0
3.0
687
c0.08
22.0
22.0
0.24
4.0
3.0
825
c0.26
32.7
32.7
0.36
4.0
3.0
1813
0.13
20.0
20.0
0.22
4.0
3.0
387
c0.24
38.5
38.5
0.42
4.0
3.0
1489
0.06
0.8
0.8
0.01
4.0
3.0
15
0.01
19.3
19.3
0.21
4.0
3.0
746
c0.10
0.69
43.5
1.00
26.1
69.6
E
1.06dr
35.5
1.00
0.7
36.2
D
38.3
D
1.07
34.8
1.00
50.7
85.4
F
0.36
21.7
1.00
0.1
21.8
C
58.3
E
1.09
35.8
1.00
72.3
108.0
F
0.14
16.3
1.00
0.2
16.5
B
57.0
E
0.73
45.2
1.00
103.2
148.5
F
0.46
31.5
1.00
2.0
33.5
C
36.2
D
0.92
585
0
0
0.92
11
0
0
Intersection Summary
HCM Average Control Delay
51.4
HCM Level of Service
HCM Volume to Capacity ratio
0.81
Actuated Cycle Length (s)
91.5
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
91.5
91.5
1.00
1583
0.15
0.15
0.0
1.00
0.2
0.2
A
6
19.3
19.3
0.21
4.0
3.0
334
0.01
0.03
28.6
1.00
0.2
28.8
C
D
16.0
Synchro 8 Report
C-27
Madrona Residential - 2017 No-Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
103
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
112
0
112
Prot
7
369
1900
4.0
0.95
0.98
1.00
3484
1.00
3484
0.92
401
9
439
NA
4
43
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
426
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
463
0
463
NA
8
426
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
463
369
94
Perm
73
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
79
0
79
Prot
5
276
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
300
0
300
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
9
2
Perm
627
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
682
0
682
Prot
1
700
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
761
0
761
NA
6
293
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
318
144
174
Perm
4.0
4.0
0.04
4.0
3.0
150
c0.03
21.8
21.8
0.24
4.0
3.0
831
c0.13
0.8
0.8
0.01
4.0
3.0
15
0.01
18.6
18.6
0.20
4.0
3.0
720
c0.13
6.8
6.8
0.07
4.0
3.0
132
0.04
17.0
17.0
0.19
4.0
3.0
658
0.08
35.8
35.8
0.39
4.0
3.0
693
c0.39
46.0
46.0
0.50
4.0
3.0
1781
c0.22
0.75
43.2
1.00
18.2
61.4
E
0.53
30.3
1.00
0.6
30.9
C
37.0
D
0.73
45.2
1.00
103.2
148.4
F
0.64
33.4
1.00
2.0
35.3
D
34.7
C
0.60
41.0
1.00
7.1
48.1
D
0.46
33.1
1.00
2.3
35.4
D
37.8
D
0.98
27.5
1.00
30.0
57.5
E
0.43
14.4
1.00
0.8
15.1
B
31.2
C
0.92
47
0
0
33.7
0.76
91.4
15
8
18.6
18.6
0.20
4.0
3.0
322
0.06
0.29
30.8
1.00
0.5
31.3
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
17.0
17.0
0.19
4.0
3.0
294
0.00
0.01
30.3
1.00
0.0
30.4
C
6
46.0
46.0
0.50
4.0
3.0
797
0.11
0.22
12.7
1.00
0.6
13.3
B
C
16.0
Synchro 8 Report
C-28
Madrona Residential - 2017 No-Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
10
1900
4.0
1.00
1.00
0.95
1770
0.06
107
0.92
11
0
11
pm+pt
7
4
71.1
71.1
0.89
4.0
3.0
120
0.00
0.08
0.09
19.9
1.00
0.3
20.2
C
180
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
196
0
196
NA
4
1314
1900
4.0
1.00
1.00
1.00
1861
1.00
1861
0.92
1428
0
1439
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
71.1
71.1
0.89
4.0
3.0
1662
c0.11
65.9
65.9
0.83
4.0
3.0
1539
c0.77
0.6
0.6
0.01
4.0
3.0
13
c0.01
1.2
1.2
0.02
4.0
3.0
24
0.00
0.12
0.5
1.00
0.0
0.6
A
1.6
A
0.93
5.3
1.00
10.9
16.1
B
16.1
B
0.85
39.5
1.00
166.4
205.9
F
122.4
F
0.01
38.7
1.00
0.1
38.8
D
15.7
0.92
79.7
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
12.0
Synchro 8 Report
C-29
Madrona Residential - 2017 No-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1554
1900
2.0
0.86
0.97
1.00
4658
1.00
4658
0.95
1636
37
2023
NA
2
983
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
1035
308
303
Perm
433
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
456
0
456
Prot
1
1857
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1955
0
1955
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
476
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
501
0
416
Perm
10
1900
2.0
0.91
0.89
0.99
1486
0.99
1486
0.95
11
14
384
NA
4
652
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
686
14
370
Perm
14.9
17.1
0.16
4.2
3.0
534
c0.13
71.1
73.7
0.67
4.6
3.0
3407
0.38
0.85
45.2
0.87
7.6
47.2
D
0.57
9.7
1.01
0.4
10.3
B
17.3
B
0.95
0
0
0
52.0
54.6
0.50
4.6
3.0
2312
c0.43
0.88
24.7
0.74
4.1
22.4
C
25.9
C
2
52.0
54.6
0.50
4.6
3.0
676
0.22
0.45
17.9
2.01
1.7
37.8
D
27.4
0.86
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
4
29.3
32.3
0.29
5.0
3.0
494
0.25
0.84
36.5
1.00
12.3
48.8
D
0.0
A
29.3
32.3
0.29
5.0
3.0
436
0.26
0.88
37.0
1.00
18.3
55.3
E
51.1
D
4
29.3
32.3
0.29
5.0
3.0
442
0.25
0.84
36.4
1.00
12.9
49.3
D
C
6.0
Synchro 8 - Report
C-30
Madrona Residential - 2017 No-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
456
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
480
0
480
Prot
5
1574
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1657
0
1657
NA
2
0
1900
0
1900
792
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
834
0
834
Perm
0
1900
0
1900
0.95
368
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
17.6
18.1
0.16
4.0
3.0
565
c0.14
70.5
73.5
0.67
5.0
3.0
3398
0.33
48.9
51.9
0.47
5.0
3.0
2223
c0.38
6
48.9
51.9
0.47
5.0
3.0
643
4
29.5
32.5
0.30
5.0
3.0
1014
10
1900
2.0
1.00
0.85
1.00
1591
1.00
1591
0.95
11
27
352
NA
4
0
1900
0.95
0
0
0
722
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
760
277
247
Perm
350
1900
0.95
0
0
0
1489
1900
2.0
0.86
0.98
1.00
4712
1.00
4712
0.95
1567
16
1787
NA
6
0.85
44.6
0.76
5.8
39.8
D
0.49
9.0
1.31
0.2
12.0
B
18.3
B
0.80
24.7
0.55
2.3
15.9
B
12.8
B
0.18
0.38
18.7
0.05
1.3
2.3
A
c0.24
0.82
36.1
1.00
5.5
41.5
D
21.0
0.81
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
29.5
32.5
0.30
5.0
3.0
470
0.22
0.75
35.1
1.00
6.5
41.5
D
41.5
D
0.0
A
C
7.5
Synchro 8 - Report
C-31
Madrona Residential - 2017 No-Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
43
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
47
0
47
Prot
7
719
1900
4.0
0.91
0.95
1.00
4818
1.00
4818
0.92
782
106
1098
NA
4
388
1900
217
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
236
0
236
Prot
3
195
1900
4.0
0.91
1.00
1.00
5075
1.00
5075
0.92
212
1
214
NA
8
3
1900
383
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
416
0
416
Prot
5
100
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
109
0
109
NA
2
957
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
1040
0
1040
Free
20
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
22
0
22
Prot
1
83
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
90
0
90
NA
6
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
68
19
Perm
3.5
3.5
0.04
4.0
3.0
67
0.03
24.6
24.6
0.27
4.0
3.0
1283
c0.23
8.0
8.0
0.09
4.0
3.0
297
0.07
29.1
29.1
0.31
4.0
3.0
1598
0.04
23.3
23.3
0.25
4.0
3.0
446
c0.24
41.8
41.8
0.45
4.0
3.0
1601
0.03
2.0
2.0
0.02
4.0
3.0
38
0.01
20.5
20.5
0.22
4.0
3.0
785
0.03
0.70
43.9
1.00
28.2
72.1
E
0.86
32.2
1.00
5.8
38.0
D
39.3
D
0.79
41.4
1.00
13.6
55.0
E
0.13
22.6
1.00
0.0
22.7
C
39.6
D
0.93
33.8
1.00
26.5
60.3
E
0.07
14.3
1.00
0.1
14.4
B
18.5
B
0.58
44.8
1.00
19.6
64.4
E
0.11
28.7
1.00
0.3
29.0
C
32.7
C
0.92
422
0
0
29.5
0.76
92.4
15
0.92
3
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
Free
92.4
92.4
1.00
1583
c0.66
0.66
0.0
1.00
2.1
2.1
A
6
20.5
20.5
0.22
4.0
3.0
351
0.01
0.05
28.3
1.00
0.3
28.6
C
C
4.0
Synchro 8 Report
C-32
Madrona Residential - 2017 No-Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
236
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
257
0
257
Prot
7
483
1900
4.0
0.95
0.98
1.00
3467
1.00
3467
0.92
525
13
595
NA
4
76
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
360
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
391
0
391
NA
8
530
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
576
402
174
Perm
153
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
166
0
166
Prot
5
719
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
782
0
782
NA
2
13
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
14
10
4
Perm
456
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
496
0
496
Prot
1
239
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
260
0
260
NA
6
26
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
28
16
12
Perm
7.0
7.0
0.08
4.0
3.0
262
c0.07
24.5
24.5
0.27
4.0
3.0
927
c0.17
0.8
0.8
0.01
4.0
3.0
15
0.01
18.3
18.3
0.20
4.0
3.0
707
0.11
12.6
12.6
0.14
4.0
3.0
243
0.09
24.0
24.0
0.26
4.0
3.0
927
c0.22
26.3
26.3
0.29
4.0
3.0
508
c0.28
37.7
37.7
0.41
4.0
3.0
1457
0.07
0.98
42.2
1.00
50.1
92.3
F
0.64
29.7
1.00
1.5
31.2
C
49.3
D
0.73
45.3
1.00
103.2
148.5
F
0.55
33.0
1.00
0.9
33.9
C
35.9
D
0.68
37.6
1.00
7.7
45.3
D
0.84
32.0
1.00
9.3
41.3
D
41.7
D
0.98
32.3
1.00
33.5
65.9
E
0.18
17.1
1.00
0.3
17.4
B
48.0
D
0.92
83
0
0
43.3
0.83
91.6
15
8
18.3
18.3
0.20
4.0
3.0
316
0.11
0.55
33.0
1.00
2.1
35.0
D
HCM Level of Service
Sum of lost time (s)
Stantec
2
24.0
24.0
0.26
4.0
3.0
415
0.00
0.01
25.0
1.00
0.0
25.0
C
6
37.7
37.7
0.41
4.0
3.0
652
0.01
0.02
16.0
1.00
0.0
16.0
B
D
12.0
Synchro 8 Report
C-33
Madrona Residential - 2017 No-Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
20
1900
4.0
1.00
1.00
0.95
1770
0.55
1018
0.92
22
0
22
pm+pt
7
4
92.2
92.2
0.91
4.0
3.0
946
0.00
0.02
0.02
0.5
1.00
0.0
0.5
A
1475
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1603
0
1603
NA
4
275
1900
4.0
1.00
1.00
1.00
1854
1.00
1854
0.92
299
1
309
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
92.2
92.2
0.91
4.0
3.0
1704
c0.86
86.2
86.2
0.86
4.0
3.0
1585
0.17
0.6
0.6
0.01
4.0
3.0
11
c0.01
2.0
2.0
0.02
4.0
3.0
31
0.00
0.94
2.6
1.00
10.8
13.4
B
13.2
B
0.19
1.3
1.00
0.1
1.3
A
1.3
A
1.00
50.1
1.00
271.4
321.5
F
185.0
F
0.01
48.4
1.00
0.1
48.5
D
13.3
0.94
100.8
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
8.0
Synchro 8 Report
C-34
MADRONA RESIDENTIAL TRAFFIC STUDY
2017 With-Project
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
C-35
Madrona Residential - 2017 With-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1619
1900
2.0
0.86
0.99
1.00
4740
1.00
4740
0.95
1704
10
1865
NA
2
677
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
713
301
241
Perm
352
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
371
0
371
Prot
1
1961
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2064
0
2064
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
944
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
994
0
557
Perm
0
1900
2.0
0.91
0.97
0.96
1581
0.96
1581
0.95
0
5
543
NA
4
583
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
614
5
498
Perm
11.0
13.2
0.12
4.2
3.0
412
c0.11
61.6
64.2
0.58
4.6
3.0
2968
0.41
0.90
47.8
1.20
16.1
73.5
E
0.70
16.0
0.40
0.9
7.3
A
17.4
B
0.95
0
0
0
46.4
49.0
0.45
4.6
3.0
2111
c0.39
0.88
27.9
0.85
4.9
28.6
C
30.6
C
2
46.4
49.0
0.45
4.6
3.0
607
0.18
0.40
20.6
1.74
1.6
37.5
D
29.5
0.88
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
4
38.8
41.8
0.38
5.0
3.0
639
0.33
0.87
31.6
1.00
12.5
44.1
D
0.0
A
38.8
41.8
0.38
5.0
3.0
601
0.34
0.90
32.2
1.00
17.0
49.1
D
46.2
D
4
38.8
41.8
0.38
5.0
3.0
572
0.33
0.87
31.6
1.00
13.6
45.2
D
C
6.0
Synchro 8 Report
C-36
Madrona Residential - 2017 With-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
330
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
347
0
347
Prot
5
2218
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2335
0
2335
NA
2
0
1900
0
1900
793
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
835
0
835
Perm
0
1900
0
1900
0.95
489
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
15.0
15.5
0.14
4.0
3.0
484
0.10
61.8
64.8
0.59
5.0
3.0
2996
c0.46
42.8
45.8
0.42
5.0
3.0
1993
c0.34
6
42.8
45.8
0.42
5.0
3.0
567
4
38.2
41.2
0.37
5.0
3.0
1286
0
1900
2.0
1.00
0.85
1.00
1583
1.00
1583
0.95
0
3
486
NA
4
0
1900
0.95
0
0
0
427
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
449
236
168
Perm
465
1900
0.95
0
0
0
1492
1900
2.0
0.86
1.00
1.00
4786
1.00
4786
0.95
1571
2
1614
NA
6
0.72
45.2
0.87
2.3
41.7
D
0.78
17.2
0.75
0.9
13.7
B
17.3
B
0.81
28.3
0.47
2.2
15.5
B
21.4
C
0.12
0.30
21.4
2.05
0.8
44.7
D
0.24
0.65
28.4
1.00
1.1
29.6
C
22.2
0.80
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
38.2
41.2
0.37
5.0
3.0
593
c0.31
0.82
31.1
1.00
8.9
40.0
D
33.4
C
0.0
A
C
4.0
Synchro 8 Report
C-37
Madrona Residential - 2017 With-Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
43
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
47
0
47
Prot
7
102
1900
4.0
0.91
0.87
1.00
4444
1.00
4444
0.92
111
318
378
NA
4
538
1900
834
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
907
0
907
Prot
3
645
1900
4.0
0.91
1.00
1.00
5074
1.00
5074
0.92
701
2
710
NA
8
10
1900
388
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
422
0
422
Prot
5
186
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
202
0
202
NA
2
224
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
243
0
243
Free
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
1
313
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
340
0
340
NA
6
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
43
34
9
Perm
3.5
3.5
0.04
4.0
3.0
67
0.03
14.7
14.7
0.16
4.0
3.0
710
c0.08
22.0
22.0
0.24
4.0
3.0
821
c0.26
33.2
33.2
0.36
4.0
3.0
1831
0.14
20.0
20.0
0.22
4.0
3.0
385
c0.24
38.5
38.5
0.42
4.0
3.0
1481
0.06
0.8
0.8
0.01
4.0
3.0
15
0.01
19.3
19.3
0.21
4.0
3.0
742
c0.10
0.70
43.7
1.00
28.2
71.9
E
1.05dr
35.5
1.00
0.8
36.3
D
38.5
D
1.10
35.0
1.00
64.1
99.1
F
0.39
21.8
1.00
0.1
22.0
C
65.2
E
1.10
36.0
1.00
74.3
110.3
F
0.14
16.5
1.00
0.2
16.7
B
57.6
E
0.73
45.5
1.00
103.2
148.7
F
0.46
31.8
1.00
2.0
33.8
C
36.5
D
0.92
585
0
0
0.92
11
0
0
Intersection Summary
HCM Average Control Delay
54.8
HCM Level of Service
HCM Volume to Capacity ratio
0.83
Actuated Cycle Length (s)
92.0
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
92.0
92.0
1.00
1583
0.15
0.15
0.0
1.00
0.2
0.2
A
6
19.3
19.3
0.21
4.0
3.0
332
0.01
0.03
28.9
1.00
0.2
29.0
C
D
16.0
Synchro 8 Report
C-38
Madrona Residential - 2017 With-Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
103
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
112
0
112
Prot
7
369
1900
4.0
0.95
0.98
1.00
3484
1.00
3484
0.92
401
9
439
NA
4
43
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
426
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
463
0
463
NA
8
430
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
467
372
95
Perm
73
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
79
0
79
Prot
5
280
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
304
0
304
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
9
2
Perm
630
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
685
0
685
Prot
1
720
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
783
0
783
NA
6
294
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
320
144
176
Perm
4.0
4.0
0.04
4.0
3.0
150
c0.03
21.7
21.7
0.24
4.0
3.0
827
c0.13
0.8
0.8
0.01
4.0
3.0
15
0.01
18.5
18.5
0.20
4.0
3.0
716
c0.13
6.8
6.8
0.07
4.0
3.0
132
0.04
17.0
17.0
0.19
4.0
3.0
658
0.09
35.9
35.9
0.39
4.0
3.0
695
c0.39
46.1
46.1
0.50
4.0
3.0
1785
c0.22
0.75
43.2
1.00
18.2
61.4
E
0.53
30.4
1.00
0.7
31.1
C
37.1
D
0.73
45.2
1.00
103.2
148.4
F
0.65
33.5
1.00
2.0
35.5
D
34.8
C
0.60
41.0
1.00
7.1
48.1
D
0.46
33.1
1.00
2.3
35.5
D
37.8
D
0.99
27.5
1.00
30.3
57.8
E
0.44
14.4
1.00
0.8
15.2
B
31.2
C
0.92
47
0
0
33.7
0.77
91.4
15
8
18.5
18.5
0.20
4.0
3.0
320
0.06
0.30
30.9
1.00
0.5
31.4
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
17.0
17.0
0.19
4.0
3.0
294
0.00
0.01
30.3
1.00
0.0
30.4
C
6
46.1
46.1
0.50
4.0
3.0
798
0.11
0.22
12.6
1.00
0.6
13.3
B
C
16.0
Synchro 8 Report
C-39
Madrona Residential - 2017 With Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
10
1900
4.0
1.00
1.00
0.95
1770
0.05
88
0.92
11
0
11
pm+pt
7
4
85.9
85.9
0.91
4.0
3.0
107
0.00
0.09
0.10
32.9
1.00
0.4
33.3
C
206
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
224
0
224
NA
4
1391
1900
4.0
1.00
1.00
1.00
1861
1.00
1861
0.92
1512
0
1523
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
85.9
85.9
0.91
4.0
3.0
1692
c0.12
80.4
80.4
0.85
4.0
3.0
1582
c0.82
0.7
0.7
0.01
4.0
3.0
13
c0.01
1.5
1.5
0.02
4.0
3.0
25
0.00
0.13
0.5
1.00
0.0
0.5
A
2.0
A
0.96
5.9
1.00
14.7
20.5
C
20.5
C
0.85
46.9
1.00
166.4
213.3
F
129.6
F
0.01
45.8
1.00
0.1
45.9
D
19.4
0.95
94.6
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
12.0
Synchro 8 Report
C-40
Madrona Residential - 2017 With-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1566
1900
2.0
0.86
0.97
1.00
4658
1.00
4658
0.95
1648
36
2036
NA
2
983
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
1035
308
303
Perm
440
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
463
0
463
Prot
1
1866
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1964
0
1964
NA
6
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
483
1900
2.0
0.95
1.00
0.95
1681
0.95
1681
0.95
508
0
417
Perm
10
1900
2.0
0.91
0.89
0.99
1489
0.99
1489
0.95
11
13
384
NA
4
652
1900
2.0
0.95
0.85
1.00
1504
1.00
1504
0.95
686
13
378
Perm
15.0
17.2
0.16
4.2
3.0
537
c0.13
71.2
73.8
0.67
4.6
3.0
3412
0.39
0.86
45.2
0.88
8.1
47.7
D
0.58
9.7
1.01
0.4
10.2
B
17.4
B
0.95
0
0
0
52.0
54.6
0.50
4.6
3.0
2312
c0.44
0.88
24.8
0.74
4.3
22.7
C
26.1
C
2
52.0
54.6
0.50
4.6
3.0
676
0.22
0.45
17.9
1.98
1.7
37.3
D
27.7
0.86
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
4
29.2
32.2
0.29
5.0
3.0
492
0.25
0.85
36.6
1.00
12.8
49.4
D
0.0
A
29.2
32.2
0.29
5.0
3.0
436
0.26
0.88
37.1
1.00
18.0
55.0
E
52.1
D
4
29.2
32.2
0.29
5.0
3.0
440
0.25
0.86
36.7
1.00
15.2
51.9
D
C
6.0
Synchro 8 - Report
C-41
Madrona Residential - 2017 With-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
456
1900
3.5
0.97
1.00
0.95
3433
0.95
3433
0.95
480
0
480
Prot
5
1593
1900
2.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1677
0
1677
NA
2
0
1900
0
1900
792
1900
2.0
0.97
1.00
0.95
3433
0.95
3433
0.95
834
0
834
Perm
0
1900
0
1900
0.95
385
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
17.6
18.1
0.16
4.0
3.0
565
c0.14
70.5
73.5
0.67
5.0
3.0
3398
0.33
48.9
51.9
0.47
5.0
3.0
2223
c0.38
6
48.9
51.9
0.47
5.0
3.0
643
4
29.5
32.5
0.30
5.0
3.0
1014
10
1900
2.0
1.00
0.85
1.00
1591
1.00
1591
0.95
11
25
371
NA
4
0
1900
0.95
0
0
0
726
1900
2.0
0.86
0.85
1.00
1362
1.00
1362
0.95
764
278
249
Perm
366
1900
0.95
0
0
0
1505
1900
2.0
0.86
0.98
1.00
4712
1.00
4712
0.95
1584
16
1805
NA
6
0.85
44.6
0.77
5.7
40.0
D
0.49
9.0
1.30
0.2
12.0
B
18.2
B
0.81
24.9
0.54
2.4
16.0
B
12.9
B
0.18
0.39
18.8
0.05
1.3
2.2
A
c0.24
0.82
36.1
1.00
5.5
41.5
D
21.2
0.81
110.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
29.5
32.5
0.30
5.0
3.0
470
0.23
0.79
35.6
1.00
8.5
44.1
D
42.4
D
0.0
A
C
7.5
Synchro 8 - Report
C-42
Madrona Residential - 2017 With-Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
43
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
47
0
47
Prot
7
779
1900
4.0
0.91
0.95
1.00
4832
1.00
4832
0.92
847
98
1171
NA
4
388
1900
233
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
253
0
253
Prot
3
230
1900
4.0
0.91
1.00
1.00
5076
1.00
5076
0.92
250
1
252
NA
8
3
1900
383
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
416
0
416
Prot
5
100
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
109
0
109
NA
2
984
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
1070
0
1070
Free
20
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
22
0
22
Prot
1
83
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
90
0
90
NA
6
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
87
68
19
Perm
3.5
3.5
0.04
4.0
3.0
67
0.03
24.6
24.6
0.27
4.0
3.0
1286
c0.24
8.0
8.0
0.09
4.0
3.0
297
0.07
29.1
29.1
0.31
4.0
3.0
1599
0.05
23.3
23.3
0.25
4.0
3.0
446
c0.24
41.8
41.8
0.45
4.0
3.0
1601
0.03
2.0
2.0
0.02
4.0
3.0
38
0.01
20.5
20.5
0.22
4.0
3.0
785
0.03
0.70
43.9
1.00
28.2
72.1
E
0.91
32.8
1.00
9.8
42.6
D
43.7
D
0.85
41.6
1.00
20.3
61.9
E
0.16
22.8
1.00
0.0
22.9
C
42.4
D
0.93
33.8
1.00
26.5
60.3
E
0.07
14.3
1.00
0.1
14.4
B
18.3
B
0.58
44.8
1.00
19.6
64.4
E
0.11
28.7
1.00
0.3
29.0
C
32.7
C
0.92
422
0
0
31.7
0.79
92.4
15
0.92
3
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
Free
92.4
92.4
1.00
1583
c0.68
0.68
0.0
1.00
2.3
2.3
A
6
20.5
20.5
0.22
4.0
3.0
351
0.01
0.05
28.3
1.00
0.3
28.6
C
C
4.0
Synchro 8 Report
C-43
Madrona Residential - 2017 With-Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
237
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.92
258
0
258
Prot
7
483
1900
4.0
0.95
0.98
1.00
3467
1.00
3467
0.92
525
13
595
NA
4
76
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
Prot
3
360
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
391
0
391
NA
8
535
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
582
401
181
Perm
153
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
166
0
166
Prot
5
740
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
804
0
804
NA
2
13
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
14
10
4
Perm
460
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
500
0
500
Prot
1
250
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.92
272
0
272
NA
6
27
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
29
17
12
Perm
7.0
7.0
0.08
4.0
3.0
262
c0.08
24.5
24.5
0.27
4.0
3.0
926
c0.17
0.8
0.8
0.01
4.0
3.0
15
0.01
18.3
18.3
0.20
4.0
3.0
706
0.11
12.6
12.6
0.14
4.0
3.0
243
0.09
24.0
24.0
0.26
4.0
3.0
926
c0.23
26.4
26.4
0.29
4.0
3.0
510
c0.28
37.8
37.8
0.41
4.0
3.0
1459
0.08
0.98
42.3
1.00
51.0
93.3
F
0.64
29.7
1.00
1.5
31.3
C
49.7
D
0.73
45.3
1.00
103.2
148.6
F
0.55
33.0
1.00
0.9
34.0
C
36.3
D
0.68
37.6
1.00
7.7
45.3
D
0.87
32.3
1.00
10.8
43.2
D
43.3
D
0.98
32.4
1.00
34.7
67.1
E
0.19
17.2
1.00
0.3
17.4
B
48.4
D
0.92
83
0
0
44.0
0.84
91.7
15
8
18.3
18.3
0.20
4.0
3.0
316
0.11
0.57
33.2
1.00
2.5
35.7
D
HCM Level of Service
Sum of lost time (s)
Stantec
2
24.0
24.0
0.26
4.0
3.0
414
0.00
0.01
25.0
1.00
0.0
25.1
C
6
37.8
37.8
0.41
4.0
3.0
653
0.01
0.02
16.0
1.00
0.1
16.0
B
D
12.0
Synchro 8 Report
C-44
Madrona Residential - 2017 With Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
20
1900
4.0
1.00
1.00
0.95
1770
0.52
975
0.92
22
0
22
pm+pt
7
4
109.7
109.7
0.93
4.0
3.0
919
0.00
0.02
0.02
0.4
1.00
0.0
0.4
A
1562
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.92
1698
0
1698
NA
4
326
1900
4.0
1.00
1.00
1.00
1855
1.00
1855
0.92
354
1
364
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.92
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.92
11
11
0
Over
7
109.7
109.7
0.93
4.0
3.0
1725
c0.91
103.3
103.3
0.87
4.0
3.0
1617
0.20
0.8
0.8
0.01
4.0
3.0
12
c0.01
2.4
2.4
0.02
4.0
3.0
32
0.00
0.98
3.7
1.00
17.9
21.6
C
21.3
C
0.23
1.2
1.00
0.1
1.3
A
1.3
A
0.92
58.8
1.00
212.2
271.0
F
164.0
F
0.01
56.9
1.00
0.1
57.0
E
19.3
0.98
118.5
15
0.92
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
8.0
Synchro 8 Report
C-45
MADRONA RESIDENTIAL TRAFFIC STUDY
2035 No-Project
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
C-46
Madrona Residential - 2035 No-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
2045
1900
4.0
0.86
0.99
1.00
4761
1.00
4761
0.95
2153
7
2290
NA
2
760
1900
4.0
0.86
0.85
1.00
1362
1.00
1362
0.95
800
348
308
Perm
375
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
395
0
395
Prot
1
2110
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2221
0
2221
NA
21
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
1148
1900
4.0
0.95
1.00
0.95
1681
0.95
1681
0.95
1208
0
701
Perm
0
1900
4.0
0.91
0.96
0.96
1569
0.96
1569
0.95
0
3
695
NA
4
790
1900
4.0
0.95
0.85
1.00
1504
1.00
1504
0.95
832
3
638
Perm
9.0
9.0
0.09
4.0
3.0
309
c0.12
55.0
55.0
0.55
0.95
0
0
0
42.0
42.0
0.42
4.0
3.0
2000
c0.48
1.15
29.0
0.67
65.9
85.2
F
72.7
E
2
42.0
42.0
0.42
4.0
3.0
572
0.23
0.54
21.7
1.31
0.3
28.7
C
72.6
1.18
100.0
15
1.28
45.5
0.81
134.9
171.7
F
4
37.0
37.0
0.37
4.0
3.0
622
2797
0.44
0.79
18.0
0.56
0.6
10.7
B
35.0
D
HCM Level of Service
Sum of lost time (s)
Stantec
0.42
1.13
31.5
1.00
76.4
107.9
F
0.0
A
37.0
37.0
0.37
4.0
3.0
581
0.44
1.20
31.5
1.00
104.6
136.1
F
120.6
F
4
37.0
37.0
0.37
4.0
3.0
556
0.42
1.15
31.5
1.00
86.2
117.7
F
E
12.0
Synchro 8 Report
C-47
Madrona Residential - 2035 No-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
440
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
463
0
463
custom
5
5
23.0
23.0
0.23
4.0
3.0
790
0.13
2703
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2845
0
2845
NA
56
56
63.0
63.0
0.63
0
1900
0
1900
467
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
492
1
491
custom
0
1900
0
1900
0
1900
0.95
0
0
0
444
800
1900
1900
4.0
4.0
0.86
0.97
0.85
1.00
1.00
0.95
1362
3433
1.00
0.95
1362
3433
0.95
0.95
467
842
268
0
152
842
Perm custom
8
6
8
36.0
29.0
36.0
29.0
0.36
0.29
4.0
4.0
3.0
3.0
490
996
0.25
0.11
0.31
0.85
23.1
33.4
0.39
1.00
0.8
6.7
9.7
40.1
A
D
0
1900
0.95
0
0
0
1595
1900
4.0
0.86
1.00
1.00
4786
1.00
4786
0.95
1679
3
1723
NA
6
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
0.59
34.3
1.11
0.1
38.2
D
3204
c0.56
36.0
36.0
0.36
4.0
3.0
1723
c0.36
0.89
15.5
0.85
0.3
13.5
B
16.9
B
1.00
32.0
0.39
14.9
27.3
C
23.9
C
27.8
1.01
100.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
0.95
0
0
0
8
29.0
29.0
0.29
4.0
3.0
459
61.1
E
c0.31
1.07
35.5
1.00
61.6
97.1
F
0.0
A
C
12.0
Synchro 8 Report
C-48
Madrona Residential - 2035 No-Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
50
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
53
0
53
Prot
7
92
1900
4.0
0.91
0.87
1.00
4412
1.00
4412
0.95
97
400
423
NA
4
690
1900
856
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
901
0
901
Prot
3
597
1900
4.0
0.91
1.00
1.00
5072
1.00
5072
0.95
628
1
638
NA
8
10
1900
540
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
568
0
568
Prot
5
200
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
211
0
211
NA
2
342
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
360
0
360
Free
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
Prot
1
320
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
337
0
337
NA
6
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
42
35
7
Perm
6.7
6.7
0.06
4.0
3.0
105
0.03
14.9
14.9
0.13
4.0
3.0
582
c0.10
29.8
29.8
0.26
4.0
3.0
906
c0.26
38.0
38.0
0.34
4.0
3.0
1707
0.13
33.0
33.0
0.29
4.0
3.0
517
c0.32
50.7
50.7
0.45
4.0
3.0
1589
0.06
1.5
1.5
0.01
4.0
3.0
24
0.01
19.2
19.2
0.17
4.0
3.0
602
c0.10
0.50
51.5
1.00
3.8
55.3
E
1.20dr
47.0
1.00
4.5
51.5
D
51.8
D
0.99
41.5
1.00
28.4
69.8
E
0.37
28.4
1.00
0.1
28.6
C
52.7
D
1.10
40.0
1.00
69.2
109.2
F
0.13
18.2
1.00
0.2
18.4
B
58.0
E
0.46
55.3
1.00
13.2
68.5
E
0.56
43.0
1.00
3.7
46.7
D
46.5
D
0.95
726
0
0
0.95
11
0
0
Intersection Summary
HCM Average Control Delay
53.4
HCM Level of Service
HCM Volume to Capacity ratio
0.90
Actuated Cycle Length (s)
112.9
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
112.9
112.9
1.00
1583
0.23
0.23
0.0
1.00
0.3
0.3
A
6
19.2
19.2
0.17
4.0
3.0
269
0.00
0.03
39.1
1.00
0.2
39.2
D
D
16.0
Synchro 8 Report
C-49
Madrona Residential - 2035 No-Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
110
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
116
0
116
Prot
7
390
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
411
0
411
NA
4
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
53
40
13
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
Prot
3
460
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
484
0
484
NA
8
466
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
491
392
99
Perm
80
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
84
0
84
Prot
5
566
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
596
0
596
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
11
9
2
Perm
667
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
702
0
702
Prot
1
870
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
916
0
916
NA
6
299
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
315
138
177
Perm
4.0
4.0
0.04
4.0
3.0
148
c0.03
22.0
22.0
0.24
4.0
3.0
838
c0.12
0.8
0.8
0.01
4.0
3.0
15
0.01
18.8
18.8
0.20
4.0
3.0
716
c0.14
6.9
6.9
0.07
4.0
3.0
131
0.05
17.8
17.8
0.19
4.0
3.0
678
c0.17
36.3
36.3
0.39
4.0
3.0
692
c0.40
47.2
47.2
0.51
4.0
3.0
1798
0.26
0.78
44.0
1.00
23.2
67.2
E
0.49
30.6
1.00
0.5
31.1
C
38.0
D
0.73
45.9
1.00
103.2
149.2
F
0.68
34.2
1.00
2.5
36.8
D
35.7
D
0.64
41.8
1.00
10.3
52.0
D
0.88
36.5
1.00
15.1
51.6
D
51.3
D
1.01
28.3
1.00
37.9
66.2
E
0.51
15.2
1.00
1.0
16.2
B
33.9
C
4
22.0
22.0
0.24
4.0
3.0
375
0.01
0.03
27.3
1.00
0.0
27.3
C
37.7
0.92
92.9
15
8
18.8
18.8
0.20
4.0
3.0
320
0.06
0.31
31.5
1.00
0.6
32.1
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
17.8
17.8
0.19
4.0
3.0
303
0.00
0.01
30.4
1.00
0.0
30.4
C
6
47.2
47.2
0.51
4.0
3.0
804
0.11
0.22
12.7
1.00
0.6
13.3
B
D
20.0
Synchro 8 Report
C-50
Madrona Residential - 2035 No-Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
10
1900
4.0
1.00
1.00
0.95
1770
0.05
85
0.95
11
0
11
pm+pt
7
4
88.7
88.7
0.91
4.0
3.0
100
0.00
0.10
0.11
25.5
1.00
0.5
26.0
C
314
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.95
331
0
331
NA
4
1413
1900
4.0
1.00
1.00
1.00
1861
1.00
1861
0.95
1487
0
1498
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
11
11
0
Over
7
88.7
88.7
0.91
4.0
3.0
1698
c0.18
83.4
83.4
0.86
4.0
3.0
1595
c0.80
0.6
0.6
0.01
4.0
3.0
11
c0.01
1.3
1.3
0.01
4.0
3.0
21
0.00
0.19
0.5
1.00
0.1
0.5
A
1.3
A
0.94
5.1
1.00
11.0
16.1
B
16.1
B
1.00
48.4
1.00
271.4
319.7
F
183.6
F
0.01
47.4
1.00
0.1
47.5
D
15.4
0.93
97.3
15
0.95
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
12.0
Synchro 8 Report
C-51
Madrona Residential - 2035 No-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1918
1900
4.0
0.86
0.98
1.00
4698
1.00
4698
0.95
2019
23
2350
NA
2
990
1900
4.0
0.86
0.85
1.00
1362
1.00
1362
0.95
1042
378
310
Perm
463
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
487
0
487
Prot
1
2141
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2254
0
2254
NA
21
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0
1900
4.0
0.91
0.87
0.99
1470
0.99
1470
0.95
0
7
449
NA
4
790
1900
4.0
0.95
0.85
1.00
1504
1.00
1504
0.95
832
7
442
Perm
16.0
16.0
0.16
4.0
3.0
549
c0.14
65.0
65.0
0.65
533
1900
4.0
0.95
1.00
0.95
1681
0.95
1681
0.95
561
0
488
custom
4
4
27.0
27.0
0.27
4.0
3.0
454
0.29
0.95
0
0
0
45.0
45.0
0.45
4.0
3.0
2114
c0.50
1.11
27.5
0.39
52.3
63.0
E
52.3
D
2
45.0
45.0
0.45
4.0
3.0
613
0.23
0.51
19.6
0.76
0.7
15.7
B
47.4
1.08
100.0
15
0.89
41.1
0.82
5.8
39.3
D
3305
0.44
0.68
11.0
0.34
0.2
3.9
A
10.2
B
HCM Level of Service
Sum of lost time (s)
Stantec
1.07
36.5
1.00
63.8
100.3
F
0.0
A
27.0
27.0
0.27
4.0
3.0
397
c0.31
1.13
36.5
1.00
86.2
122.7
F
109.9
F
4
27.0
27.0
0.27
4.0
3.0
406
0.29
1.09
36.5
1.00
71.0
107.5
F
D
12.0
Synchro 8 Report
C-52
Madrona Residential - 2035 No-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
580
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
611
0
611
custom
5
5
18.0
18.0
0.18
4.0
3.0
618
c0.18
1871
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1969
0
1969
NA
56
56
65.2
65.2
0.65
0
1900
0
1900
394
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
415
13
402
custom
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
3315
0.39
43.2
43.2
0.43
4.0
3.0
2048
c0.43
0.99
40.9
0.92
8.4
46.2
D
0.59
9.9
0.45
0.0
4.5
A
14.4
B
0.99
28.1
0.55
12.2
27.6
C
28.7
C
726
820
1900
1900
4.0
4.0
0.86
0.97
0.85
1.00
1.00
0.95
1362
3433
1.00
0.95
1362
3433
0.95
0.95
764
863
330
0
251
863
Perm custom
8
6
8
43.2
26.8
43.2
26.8
0.43
0.27
4.0
4.0
3.0
3.0
588
920
0.25
0.18
0.43
0.94
19.8
35.8
1.59
1.00
1.3
16.5
32.8
52.3
C
D
0
1900
0.95
0
0
0
1754
1900
4.0
0.86
0.99
1.00
4741
1.00
4741
0.95
1846
11
2018
NA
6
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
28.5
0.97
100.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
0.95
0
0
0
8
26.8
26.8
0.27
4.0
3.0
424
56.8
E
c0.25
0.95
35.9
1.00
30.4
66.3
E
0.0
A
C
12.0
Synchro 8 Report
C-53
Madrona Residential - 2035 No-Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
50
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
53
0
53
Prot
7
760
1900
4.0
0.91
0.94
1.00
4769
1.00
4769
0.95
800
97
1271
NA
4
540
1900
344
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
362
0
362
Prot
3
205
1900
4.0
0.91
0.99
1.00
5048
1.00
5048
0.95
216
4
223
NA
8
10
1900
480
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
505
0
505
Prot
5
100
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
105
0
105
NA
2
973
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
1024
0
1024
Free
20
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
21
0
21
Prot
1
90
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
95
0
95
NA
6
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
84
71
13
Perm
6.8
6.8
0.05
4.0
3.0
94
0.03
37.7
37.7
0.29
4.0
3.0
1398
c0.27
16.3
16.3
0.13
4.0
3.0
435
c0.11
47.2
47.2
0.37
4.0
3.0
1853
0.04
39.0
39.0
0.30
4.0
3.0
537
c0.29
55.7
55.7
0.43
4.0
3.0
1533
0.03
2.9
2.9
0.02
4.0
3.0
40
0.01
19.6
19.6
0.15
4.0
3.0
539
0.03
0.56
59.5
1.00
7.5
67.0
E
1.01dr
43.8
1.00
8.9
52.7
D
53.2
D
0.83
54.8
1.00
12.8
67.6
E
0.12
27.0
1.00
0.0
27.0
C
51.9
D
0.94
43.7
1.00
24.8
68.5
E
0.07
21.3
1.00
0.1
21.4
C
23.8
C
0.53
62.2
1.00
11.9
74.0
E
0.18
47.5
1.00
0.7
48.2
D
50.4
D
0.95
568
0
0
0.95
11
0
0
Intersection Summary
HCM Average Control Delay
40.4
HCM Level of Service
HCM Volume to Capacity ratio
0.80
Actuated Cycle Length (s)
128.6
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
128.6
128.6
1.00
1583
c0.65
0.65
0.0
1.00
2.1
2.1
A
6
19.6
19.6
0.15
4.0
3.0
241
0.01
0.05
46.6
1.00
0.4
47.0
D
D
4.0
Synchro 8 Report
C-54
Madrona Residential - 2035 No-Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
249
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
262
0
262
Prot
7
490
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
516
0
516
NA
4
90
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
95
70
25
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
Prot
3
360
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
379
0
379
NA
8
545
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
574
383
191
Perm
160
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
168
0
168
Prot
5
889
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
936
0
936
NA
2
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
21
15
6
Perm
486
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
512
0
512
Prot
1
459
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
483
0
483
NA
6
39
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
41
24
17
Perm
7.0
7.0
0.08
4.0
3.0
260
c0.08
24.5
24.5
0.27
4.0
3.0
938
c0.15
0.8
0.8
0.01
4.0
3.0
15
0.01
18.3
18.3
0.20
4.0
3.0
701
0.11
13.1
13.1
0.14
4.0
3.0
251
0.09
25.1
25.1
0.27
4.0
3.0
961
c0.26
26.0
26.0
0.28
4.0
3.0
498
c0.29
38.0
38.0
0.41
4.0
3.0
1455
0.14
1.01
42.7
1.00
57.8
100.5
F
0.55
29.2
1.00
0.7
29.9
C
50.6
D
0.73
45.7
1.00
103.2
148.9
F
0.54
33.3
1.00
0.9
34.1
C
37.2
D
0.67
37.6
1.00
6.6
44.2
D
0.97
33.3
1.00
23.4
56.7
E
54.3
D
1.03
33.2
1.00
47.7
80.9
F
0.33
18.5
1.00
0.6
19.2
B
49.6
D
4
24.5
24.5
0.27
4.0
3.0
420
0.02
0.06
25.4
1.00
0.1
25.4
C
48.1
0.87
92.4
15
8
18.3
18.3
0.20
4.0
3.0
314
0.12
0.61
33.8
1.00
3.3
37.1
D
HCM Level of Service
Sum of lost time (s)
Stantec
2
25.1
25.1
0.27
4.0
3.0
430
0.00
0.01
24.6
1.00
0.1
24.7
C
6
38.0
38.0
0.41
4.0
3.0
651
0.01
0.03
16.2
1.00
0.1
16.3
B
D
12.0
Synchro 8 Report
C-55
Madrona Residential - 2035 No-Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
20
1900
4.0
1.00
1.00
0.95
1770
0.48
890
0.95
21
0
21
pm+pt
7
4
109.7
109.7
0.93
4.0
3.0
842
0.00
0.02
0.02
0.4
1.00
0.0
0.5
A
1598
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.95
1682
0
1682
NA
4
419
1900
4.0
1.00
1.00
1.00
1857
1.00
1857
0.95
441
1
451
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
11
11
0
Over
7
109.7
109.7
0.93
4.0
3.0
1725
c0.90
103.3
103.3
0.87
4.0
3.0
1619
0.24
0.8
0.8
0.01
4.0
3.0
12
c0.01
2.4
2.4
0.02
4.0
3.0
32
0.00
0.98
3.4
1.00
16.0
19.4
B
19.1
B
0.28
1.3
1.00
0.1
1.4
A
1.4
A
0.92
58.8
1.00
212.2
271.0
F
164.0
F
0.01
56.9
1.00
0.1
57.0
E
16.9
0.97
118.5
15
0.95
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
8.0
Synchro 8 Report
C-56
MADRONA RESIDENTIAL TRAFFIC STUDY
2035 With-Project
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
C-57
Madrona Residential - 2035 With-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
EBL
0
1900
0.95
0
0
0
EBT
AM Peak Hour
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
2050
760
1900
1900
4.0
4.0
0.86
0.86
0.99
0.85
1.00
1.00
4761
1362
1.00
1.00
4761
1362
0.95
0.95
2158
800
7
347
2295
309
NA custom
2
2
2
42.0
42.0
42.0
42.0
0.42
0.42
4.0
4.0
3.0
3.0
2000
572
c0.48
0.23
390
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
411
0
411
Prot
1
2120
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2232
0
2232
NA
21
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
1150
1900
4.0
0.95
1.00
0.95
1681
0.95
1681
0.95
1211
0
702
Perm
0
1900
4.0
0.91
0.96
0.96
1569
0.96
1569
0.95
0
3
697
NA
4
790
1900
4.0
0.95
0.85
1.00
1504
1.00
1504
0.95
832
3
638
Perm
9.0
9.0
0.09
4.0
3.0
309
c0.12
55.0
55.0
0.55
1.15
29.0
0.67
67.0
86.3
F
73.5
E
0.54
21.7
1.30
0.3
28.6
C
74.4
1.19
100.0
15
1.33
45.5
0.80
156.8
193.4
F
4
37.0
37.0
0.37
4.0
3.0
622
2797
0.44
0.80
18.0
0.55
0.6
10.6
B
39.1
D
HCM Level of Service
Sum of lost time (s)
Stantec
0.42
1.13
31.5
1.00
77.0
108.5
F
0.0
A
37.0
37.0
0.37
4.0
3.0
581
0.44
1.20
31.5
1.00
106.0
137.5
F
121.3
F
4
37.0
37.0
0.37
4.0
3.0
556
0.42
1.15
31.5
1.00
86.2
117.7
F
E
12.0
Synchro 8 Report
C-58
Madrona Residential - 2035 With-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
440
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
463
0
463
custom
5
5
23.0
23.0
0.23
4.0
3.0
790
0.13
2710
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2853
0
2853
NA
56
56
63.0
63.0
0.63
0
1900
0
1900
470
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
495
1
494
custom
0
1900
0
1900
0
1900
0.95
0
0
0
450
800
1900
1900
4.0
4.0
0.86
0.97
0.85
1.00
1.00
0.95
1362
3433
1.00
0.95
1362
3433
0.95
0.95
474
842
268
0
159
842
Perm custom
8
6
8
36.0
29.0
36.0
29.0
0.36
0.29
4.0
4.0
3.0
3.0
490
996
0.25
0.12
0.33
0.85
23.2
33.4
0.38
1.00
0.8
6.7
9.5
40.1
A
D
0
1900
0.95
0
0
0
1620
1900
4.0
0.86
1.00
1.00
4787
1.00
4787
0.95
1705
3
1749
NA
6
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
0.59
34.3
1.11
0.1
38.2
D
3204
c0.56
36.0
36.0
0.36
4.0
3.0
1723
c0.37
0.89
15.6
0.85
0.3
13.5
B
17.0
B
1.02
32.0
0.39
18.5
31.0
C
26.8
C
28.9
1.02
100.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
0.95
0
0
0
8
29.0
29.0
0.29
4.0
3.0
459
62.0
E
c0.31
1.08
35.5
1.00
63.7
99.2
F
0.0
A
C
12.0
Synchro 8 Report
C-59
Madrona Residential - 2035 With Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
50
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
53
0
53
Prot
7
110
1900
4.0
0.91
0.87
1.00
4428
1.00
4428
0.95
116
399
443
NA
4
690
1900
880
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
926
0
926
Prot
3
650
1900
4.0
0.91
1.00
1.00
5073
1.00
5073
0.95
684
1
694
NA
8
10
1900
540
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
568
0
568
Prot
5
200
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
211
0
211
NA
2
350
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
368
0
368
Free
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
Prot
1
320
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
337
0
337
NA
6
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
42
35
7
Perm
6.8
6.8
0.06
4.0
3.0
106
0.03
15.1
15.1
0.13
4.0
3.0
590
c0.10
30.0
30.0
0.26
4.0
3.0
909
c0.27
38.3
38.3
0.34
4.0
3.0
1715
0.14
33.0
33.0
0.29
4.0
3.0
516
c0.32
50.7
50.7
0.45
4.0
3.0
1584
0.06
1.5
1.5
0.01
4.0
3.0
23
0.01
19.2
19.2
0.17
4.0
3.0
600
c0.10
0.50
51.6
1.00
3.7
55.3
E
1.20dr
47.3
1.00
5.4
52.7
D
52.8
D
1.02
41.6
1.00
34.6
76.3
E
0.40
28.8
1.00
0.2
28.9
C
56.0
E
1.10
40.1
1.00
70.0
110.2
F
0.13
18.4
1.00
0.2
18.6
B
58.1
E
0.48
55.5
1.00
14.8
70.4
E
0.56
43.2
1.00
3.8
47.0
D
46.8
D
0.95
726
0
0
0.95
11
0
0
Intersection Summary
HCM Average Control Delay
55.0
HCM Level of Service
HCM Volume to Capacity ratio
0.92
Actuated Cycle Length (s)
113.3
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
113.3
113.3
1.00
1583
0.23
0.23
0.0
1.00
0.3
0.3
A
6
19.2
19.2
0.17
4.0
3.0
268
0.00
0.03
39.3
1.00
0.2
39.4
D
D
16.0
Synchro 8 Report
C-60
Madrona Residential - 2035 With Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
110
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
116
0
116
Prot
7
390
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
411
0
411
NA
4
50
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
53
40
13
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
Prot
3
460
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
484
0
484
NA
8
470
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
495
395
100
Perm
80
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
84
0
84
Prot
5
570
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
600
0
600
NA
2
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
11
9
2
Perm
670
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
705
0
705
Prot
1
890
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
937
0
937
NA
6
300
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
316
137
179
Perm
4.0
4.0
0.04
4.0
3.0
147
c0.03
22.0
22.0
0.24
4.0
3.0
836
c0.12
0.8
0.8
0.01
4.0
3.0
15
0.01
18.8
18.8
0.20
4.0
3.0
715
c0.14
6.9
6.9
0.07
4.0
3.0
131
0.05
17.8
17.8
0.19
4.0
3.0
677
c0.17
36.5
36.5
0.39
4.0
3.0
694
c0.40
47.4
47.4
0.51
4.0
3.0
1802
0.26
0.79
44.1
1.00
23.9
68.0
E
0.49
30.7
1.00
0.5
31.2
C
38.2
D
0.73
46.0
1.00
103.2
149.3
F
0.68
34.3
1.00
2.6
36.9
D
35.8
D
0.64
41.9
1.00
10.3
52.1
D
0.89
36.7
1.00
15.8
52.5
D
52.1
D
1.02
28.3
1.00
38.2
66.5
E
0.52
15.3
1.00
1.1
16.3
B
33.9
C
4
22.0
22.0
0.24
4.0
3.0
374
0.01
0.03
27.4
1.00
0.0
27.4
C
37.9
0.93
93.1
15
8
18.8
18.8
0.20
4.0
3.0
320
0.06
0.31
31.6
1.00
0.6
32.2
C
HCM Level of Service
Sum of lost time (s)
Stantec
2
17.8
17.8
0.19
4.0
3.0
303
0.00
0.01
30.5
1.00
0.0
30.5
C
6
47.4
47.4
0.51
4.0
3.0
806
0.11
0.22
12.6
1.00
0.6
13.3
B
D
20.0
Synchro 8 Report
C-61
Madrona Residential - 2035 With Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
AM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
10
1900
4.0
1.00
1.00
0.95
1770
0.04
71
0.95
11
0
11
pm+pt
7
4
105.8
105.8
0.92
4.0
3.0
88
0.00
0.11
0.12
44.5
1.00
0.6
45.2
D
340
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.95
358
0
358
NA
4
1490
1900
4.0
1.00
1.00
1.00
1861
1.00
1861
0.95
1568
0
1579
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
11
11
0
Over
7
105.8
105.8
0.92
4.0
3.0
1721
c0.19
100.3
100.3
0.88
4.0
3.0
1630
c0.85
0.7
0.7
0.01
4.0
3.0
11
c0.01
1.5
1.5
0.01
4.0
3.0
21
0.00
0.21
0.4
1.00
0.1
0.5
A
1.8
A
0.97
5.8
1.00
15.3
21.1
C
21.1
C
1.00
56.9
1.00
271.4
328.3
F
192.1
F
0.01
55.8
1.00
0.1
55.9
E
19.4
0.96
114.5
15
0.95
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
B
12.0
Synchro 8 Report
C-62
Madrona Residential - 2035 With-Project
8: SB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
0
1900
1930
1900
4.0
0.86
0.98
1.00
4699
1.00
4699
0.95
2032
23
2363
NA
2
990
1900
4.0
0.86
0.85
1.00
1362
1.00
1362
0.95
1042
378
310
Perm
470
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
495
0
495
Prot
1
2150
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
2263
0
2263
NA
21
0
1900
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0
1900
4.0
0.91
0.88
0.99
1472
0.99
1472
0.95
0
7
456
NA
4
790
1900
4.0
0.95
0.85
1.00
1504
1.00
1504
0.95
832
7
442
Perm
16.0
16.0
0.16
4.0
3.0
549
c0.14
65.0
65.0
0.65
540
1900
4.0
0.95
1.00
0.95
1681
0.95
1681
0.95
568
0
488
custom
4
4
27.0
27.0
0.27
4.0
3.0
454
0.29
0.95
0
0
0
45.0
45.0
0.45
4.0
3.0
2115
c0.50
1.12
27.5
0.39
54.8
65.4
E
54.3
D
2
45.0
45.0
0.45
4.0
3.0
613
0.23
0.51
19.6
0.76
0.7
15.6
B
48.7
1.09
100.0
15
0.90
41.2
0.81
6.5
40.0
D
3305
0.45
0.68
11.0
0.33
0.2
3.8
A
10.3
B
HCM Level of Service
Sum of lost time (s)
Stantec
1.07
36.5
1.00
63.8
100.3
F
0.0
A
27.0
27.0
0.27
4.0
3.0
397
c0.31
1.15
36.5
1.00
92.7
129.2
F
112.1
F
4
27.0
27.0
0.27
4.0
3.0
406
0.29
1.09
36.5
1.00
71.0
107.5
F
D
12.0
Synchro 8 Report
C-63
Madrona Residential - 2035 With-Project
9: NB Ramps & Lambert Road
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
580
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
611
0
611
custom
5
5
18.0
18.0
0.18
4.0
3.0
618
c0.18
1890
1900
4.0
0.91
1.00
1.00
5085
1.00
5085
0.95
1989
0
1989
NA
56
56
65.0
65.0
0.65
0
1900
0
1900
410
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
432
12
420
custom
0
1900
0
1900
0
1900
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
0.95
0
0
0
3305
0.39
43.0
43.0
0.43
4.0
3.0
2039
c0.43
0.99
40.9
0.92
8.4
46.2
D
0.60
10.1
0.46
0.0
4.6
A
14.4
B
1.00
28.4
0.55
14.1
29.7
C
30.8
C
730
820
1900
1900
4.0
4.0
0.86
0.97
0.85
1.00
1.00
0.95
1362
3433
1.00
0.95
1362
3433
0.95
0.95
768
863
337
0
254
863
Perm custom
8
6
8
43.0
27.0
43.0
27.0
0.43
0.27
4.0
4.0
3.0
3.0
586
927
0.25
0.19
0.43
0.93
20.0
35.6
1.67
1.00
1.3
15.5
34.8
51.1
C
D
0
1900
0.95
0
0
0
1770
1900
4.0
0.86
0.99
1.00
4743
1.00
4743
0.95
1863
10
2030
NA
6
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
29.9
0.99
100.0
15
HCM Level of Service
Sum of lost time (s)
Stantec
0.95
0
0
0
8
27.0
27.0
0.27
4.0
3.0
427
59.1
E
c0.27
0.98
36.3
1.00
38.8
75.0
E
0.0
A
C
12.0
Synchro 8 Report
C-64
Madrona Residential - 2035 With Project
13: Valencia Ave & Lambert Rd
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
50
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
53
0
53
Prot
7
820
1900
4.0
0.91
0.94
1.00
4783
1.00
4783
0.95
863
90
1341
NA
4
540
1900
360
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
379
0
379
Prot
3
240
1900
4.0
0.91
0.99
1.00
5054
1.00
5054
0.95
253
3
261
NA
8
10
1900
480
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
505
0
505
Prot
5
100
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
105
0
105
NA
2
1000
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
1053
0
1053
Free
20
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
21
0
21
Prot
1
90
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
95
0
95
NA
6
80
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
84
72
12
Perm
6.8
6.8
0.05
4.0
3.0
93
0.03
38.9
38.9
0.30
4.0
3.0
1442
c0.28
16.5
16.5
0.13
4.0
3.0
439
c0.11
48.6
48.6
0.38
4.0
3.0
1904
0.05
39.1
39.1
0.30
4.0
3.0
536
c0.29
54.7
54.7
0.42
4.0
3.0
1501
0.03
2.9
2.9
0.02
4.0
3.0
40
0.01
18.5
18.5
0.14
4.0
3.0
508
0.03
0.57
59.7
1.00
7.8
67.5
E
1.00dr
43.7
1.00
10.8
54.5
D
55.0
D
0.86
55.1
1.00
16.0
71.1
E
0.14
26.4
1.00
0.0
26.5
C
52.8
D
0.94
43.8
1.00
25.2
69.0
E
0.07
22.1
1.00
0.1
22.1
C
23.8
C
0.53
62.4
1.00
11.9
74.2
E
0.19
48.6
1.00
0.8
49.4
D
51.5
D
0.95
568
0
0
0.95
11
0
0
Intersection Summary
HCM Average Control Delay
41.4
HCM Level of Service
HCM Volume to Capacity ratio
0.82
Actuated Cycle Length (s)
129.0
Sum of lost time (s)
Analysis Period (min)
15
dr Defacto Right Lane. Recode with 1 though lane as a right lane.
c Critical Lane Group
Stantec
Free
129.0
129.0
1.00
1583
c0.67
0.67
0.0
1.00
2.2
2.2
A
6
18.5
18.5
0.14
4.0
3.0
227
0.01
0.05
47.7
1.00
0.4
48.1
D
D
4.0
Synchro 8 Report
C-65
Madrona Residential - 2035 With Project
20: Valencia Ave & Birch St/Rose Dr
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
250
1900
4.0
0.97
1.00
0.95
3433
0.95
3433
0.95
263
0
263
Prot
7
490
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
516
0
516
NA
4
90
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
95
70
25
Perm
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
Prot
3
360
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
379
0
379
NA
8
550
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
579
382
197
Perm
160
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
168
0
168
Prot
5
910
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
958
0
958
NA
2
20
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
21
15
6
Perm
490
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
516
0
516
Prot
1
470
1900
4.0
0.95
1.00
1.00
3539
1.00
3539
0.95
495
0
495
NA
6
40
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
42
25
17
Perm
7.0
7.0
0.08
4.0
3.0
260
c0.08
24.5
24.5
0.27
4.0
3.0
938
0.15
0.8
0.8
0.01
4.0
3.0
15
0.01
18.3
18.3
0.20
4.0
3.0
701
0.11
13.1
13.1
0.14
4.0
3.0
251
0.09
25.1
25.1
0.27
4.0
3.0
961
c0.27
26.0
26.0
0.28
4.0
3.0
498
c0.29
38.0
38.0
0.41
4.0
3.0
1455
0.14
1.01
42.7
1.00
58.8
101.5
F
0.55
29.2
1.00
0.7
29.9
C
51.0
D
0.73
45.7
1.00
103.2
148.9
F
0.54
33.3
1.00
0.9
34.1
C
37.6
D
0.67
37.6
1.00
6.6
44.2
D
1.00
33.6
1.00
28.3
61.9
E
58.6
E
1.04
33.2
1.00
50.0
83.2
F
0.34
18.6
1.00
0.6
19.3
B
50.5
D
4
24.5
24.5
0.27
4.0
3.0
420
0.02
0.06
25.4
1.00
0.1
25.4
C
49.8
0.92
92.4
15
8
18.3
18.3
0.20
4.0
3.0
314
c0.12
0.63
33.9
1.00
3.9
37.8
D
HCM Level of Service
Sum of lost time (s)
Stantec
2
25.1
25.1
0.27
4.0
3.0
430
0.00
0.01
24.6
1.00
0.1
24.7
C
6
38.0
38.0
0.41
4.0
3.0
651
0.01
0.03
16.2
1.00
0.1
16.3
B
D
16.0
Synchro 8 Report
C-66
Madrona Residential - 2035 With Project
37: Carbon Canyon Rd & Olinda Pl
Movement
Lane Configurations
Volume (vph)
Ideal Flow (vphpl)
Total Lost time (s)
Lane Util. Factor
Frt
Flt Protected
Satd. Flow (prot)
Flt Permitted
Satd. Flow (perm)
Peak-hour factor, PHF
Adj. Flow (vph)
RTOR Reduction (vph)
Lane Group Flow (vph)
Turn Type
Protected Phases
Permitted Phases
Actuated Green, G (s)
Effective Green, g (s)
Actuated g/C Ratio
Clearance Time (s)
Vehicle Extension (s)
Lane Grp Cap (vph)
v/s Ratio Prot
v/s Ratio Perm
v/c Ratio
Uniform Delay, d1
Progression Factor
Incremental Delay, d2
Delay (s)
Level of Service
Approach Delay (s)
Approach LOS
Intersection Summary
HCM Average Control Delay
HCM Volume to Capacity ratio
Actuated Cycle Length (s)
Analysis Period (min)
c Critical Lane Group
PM Peak Hour
EBL
EBT
WBT
WBR
SBL
SBR
20
1900
4.0
1.00
1.00
0.95
1770
0.45
840
0.95
21
0
21
pm+pt
7
4
109.7
109.7
0.93
4.0
3.0
796
0.00
0.02
0.03
0.5
1.00
0.0
0.5
A
1685
1900
4.0
1.00
1.00
1.00
1863
1.00
1863
0.95
1774
0
1774
NA
4
470
1900
4.0
1.00
1.00
1.00
1857
1.00
1857
0.95
495
1
505
NA
8
10
1900
10
1900
4.0
1.00
1.00
0.95
1770
0.95
1770
0.95
11
0
11
NA
1
10
1900
4.0
1.00
0.85
1.00
1583
1.00
1583
0.95
11
11
0
Over
7
109.7
109.7
0.93
4.0
3.0
1725
c0.95
103.3
103.3
0.87
4.0
3.0
1619
0.27
0.8
0.8
0.01
4.0
3.0
12
c0.01
2.4
2.4
0.02
4.0
3.0
32
0.00
1.03
4.4
1.00
29.3
33.7
C
33.3
C
0.31
1.3
1.00
0.1
1.5
A
1.5
A
0.92
58.8
1.00
212.2
271.0
F
164.0
F
0.01
56.9
1.00
0.1
57.0
E
27.6
1.03
118.5
15
0.95
11
0
0
HCM Level of Service
Sum of lost time (s)
Stantec
C
8.0
Synchro 8 Report
C-67
MADRONA RESIDENTIAL TRAFFIC STUDY
Appendix D
Carbon Canyon Road – Traffic
Volumes and Speeds
City of Brea
CMW v:\2073\active\2073007120\report\2073007120rpt - final.doc
D-1
D-2
D-3
D-4
D-5
Sight Distance Measurement- Carbon Canyon Road @ Canyon Crest Mai n Entreance, Brea
January/February 2008
WB
AM
7:50 - 8:10
Vehicle
Seconds
1
7
2
8
3
7
4
8
5
9
6
8
7
8
8
9
9
8
10
9
11
9
12
8
13
8
14
9
15
9
16
8
17
8
18
8
19
9
20
8
21
8
22
11
23
8
24
8
25
9
26
10
27
8
28
18
29
16
30
22
31
19
32
20
33
21
34
18
35
15
36
16
37
18
38
19
39
18
40
18
41
19
42
18
43
18
44
19
45
21
46
24
47
19
48
18
49
18
50
19
Average =
8.4
<-- Rain
during this
portion of data
Excluded
from
Average
WB
PM
18:00 - 19:00
Vehicle
Seconds
1
7
2
8
3
7
4
7
5
8
6
6
7
7
8
8
9
7
10
8
11
8
12
7
13
7
14
8
15
7
16
6
17
8
18
9
19
8
20
8
21
9
22
7
23
7
24
8
25
8
26
7
27
7
28
6
29
7
30
7
31
6
32
9
33
9
34
8
35
8
36
7
37
8
38
9
39
8
40
8
41
7
42
7
43
8
44
8
45
7
46
7
47
8
48
8
49
9
50
8
EB
AM
7:00 - 7:50
Vehicle
Seconds
1
8
2
7
3
8
4
9
5
8
6
8
7
8
8
9
9
8
10
7
11
8
12
8
13
8
14
8
15
7
16
7
17
8
18
8
19
8
20
8
21
7
22
8
23
8
24
8
25
7
26
7
27
8
28
8
29
8
30
8
31
7
32
8
33
8
34
8
35
7
36
8
37
7
38
8
39
8
40
7
41
8
42
7
43
7
44
8
45
7
46
8
47
8
48
7
49
8
50
8
7.6
7.7
D-6
EB
PM
16:00 - 16:30
Vehicle
Seconds
1
7
2
8
3
9
4
8
5
8
6
7
7
9
8
8
9
8
10
7
11
8
12
7
13
8
14
8
15
7
16
7
17
8
18
9
19
8
20
7
21
9
22
10
23
8
24
8
25
8
26
8
27
9
28
7
29
8
30
9
31
8
32
7
33
9
34
8
35
7
36
9
37
8
38
7
39
8
40
7
41
8
42
9
43
7
44
7
45
8
46
7
47
9
48
7
49
8
50
8
7.9
Carbon Canyon Road @ Canyon Crest Main Entrance
EB
1/28/2008
PM
Time
Interval
Vehicles
Average Gap
Avg. Vehicles/Min
Avg. Vehicles/Hour
16:00:00
16:05:00
16:10:00
0:05:00
0:05:00
0:05:00
104
114
96
0:00:03
0:00:03
0:00:03
21
23
19
1248
1368
1152
0:15:00
314
0:00:03
21
1256
0:05:00
0:05:00
0:05:00
134
116
121
0:00:02
0:00:03
0:00:02
27
23
24
1608
1392
1452
0:15:00
371
0:00:02
25
1484
0:05:00
0:05:00
0:05:00
117
105
105
0:00:03
0:00:03
0:00:03
23
21
21
1404
1260
1260
0:15:00
327
0:00:03
22
1308
0:05:00
0:05:00
0:05:00
121
105
111
0:00:02
0:00:03
0:00:03
24
21
22
1452
1260
1332
0:15:00
337
0:00:03
22
1348
0:05:00
0:05:00
0:05:00
125
87
109
0:00:02
0:00:03
0:00:03
25
17
22
1500
1044
1308
0:15:00
321
0:00:03
21
1284
0:05:00
0:05:00
0:05:00
116
100
117
0:00:03
0:00:03
0:00:03
23
20
23
1392
1200
1404
0:15:00
333
0:00:03
22
1332
0:05:00
0:05:00
0:05:00
101
103
120
0:00:03
0:00:03
0:00:02
20
21
24
1212
1236
1440
0:15:00
324
0:00:03
22
1296
0:05:00
0:05:00
0:05:00
104
84
102
0:00:03
0:00:04
0:00:03
21
17
20
1248
1008
1224
0:15:00
290
0:00:03
19
1160
2:00:00
2617
0:00:03
22
1309
16:15:00
16:20:00
16:25:00
16:30:00
16:35:00
16:40:00
16:45:00
16:50:00
16:55:00
17:00:00
17:05:00
17:10:00
17:15:00
17:20:00
17:25:00
17:30:00
17:35:00
17:40:00
17:45:00
17:50:00
17:55:00
Total =
D-7
Carbon Canyon Road @Canyon Crest Main Entrance
WB
1/28/2008
AM
Time
Interval
Vehicles
Average Gap
Avg. Vehicles/Min
Avg. Vehicles/Hour
7:00:00
7:05:00
7:10:00
0:05:00
0:05:00
0:05:00
92
66
100
0:00:03
0:00:05
0:00:03
18
13
20
1104
792
1200
0:15:00
258
0:00:03
17
1032
0:05:00
0:05:00
0:05:00
117
115
135
0:00:03
0:00:03
0:00:02
23
23
27
1404
1380
1620
0:15:00
367
0:00:02
24
1468
0:05:00
0:05:00
0:05:00
87
125
106
0:00:03
0:00:02
0:00:03
17
25
21
1044
1500
1272
0:15:00
318
0:00:03
21
1272
0:05:00
0:05:00
0:05:00
123
118
100
0:00:02
0:00:03
0:00:03
25
24
20
1476
1416
1200
0:15:00
341
0:00:03
23
1364
0:05:00
0:05:00
0:05:00
101
83
100
0:00:03
0:00:04
0:00:03
20
17
20
1212
996
1200
0:15:00
284
0:00:03
19
1136
0:05:00
0:05:00
0:05:00
98
56
78
0:00:03
0:00:05
0:00:04
20
11
16
1176
672
936
0:15:00
232
0:00:04
15
928
0:05:00
0:05:00
0:05:00
62
66
85
0:00:05
0:00:05
0:00:04
12
13
17
744
792
1020
0:15:00
213
0:00:04
14
852
0:05:00
0:05:00
0:05:00
68
66
60
0:00:04
0:00:05
0:00:05
14
13
12
816
792
720
0:15:00
194
0:00:05
13
776
2:00:00
2207
0:00:03
18
1104
7:15:00
7:20:00
7:25:00
7:30:00
7:35:00
7:40:00
7:45:00
7:50:00
7:55:00
8:00:00
8:05:00
8:10:00
8:15:00
8:20:00
8:25:00
8:30:00
8:35:00
8:40:00
8:45:00
8:50:00
8:55:00
Total =
D-8