Appendix
Attachment 6, APPENDIX D: BACKGROUND TRAFFIC CONDITIONS
March 10, 2020Pages 576–5927 sections
Detailed intersection analysis modeling projected AM and PM peak traffic for 2022 and 2032 background horizons without the development.
Modeling horizons: 2022 and 2032Includes AM and PM peak traffic data for Watkiss Way and surrounding access pointsDate of analysis: 11-06-2019
APPENDIX D: BACKGROUND TRAFFIC CONDITIONS
9 Erskine Lane Development Traffic Impact Assessment
HCM 2010 TWSC
8: Erskine Ln/Stoneridge Dr & Watkiss Way
11-06-2019 9 Erskine Lane TIA 8:00 am 11-16-2018 2022 Background AM
| Intersection | |
|---|---|
| Int Delay, s/veh | 2.7 |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\uparrow$ | ||||||||
| Traffic Vol, veh/h | 5 | 385 | 7 | 7 | 118 | 2 | 17 | 5 | 36 | 12 | 5 | 5 |
| Future Vol, veh/h | 5 | 385 | 7 | 7 | 118 | 2 | 17 | 5 | 36 | 12 | 5 | 5 |
| Conflicting Peds, #/hr | 1 | 0 | 7 | 7 | 0 | 1 | 4 | 0 | 2 | 2 | 0 | 4 |
| Sign Control | Free | Free | Free | Free | Free | Free | Stop | Stop | Stop | Stop | Stop | Stop |
| RT Channelized | - | - | None | - | - | None | - | - | None | - | - | None |
| Veh in Median Storage, # | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Grade, % | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Peak Hour Factor | 63 | 85 | 63 | 33 | 79 | 50 | 67 | 60 | 85 | 46 | 63 | 42 |
| Heavy Vehicles, % | 0 | 2 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Mvmt Flow | 8 | 453 | 11 | 21 | 149 | 4 | 25 | 8 | 42 | 26 | 8 | 12 |
| Major/Minor | Major1 | Major2 | Minor1 | Minor2 | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Conflicting Flow All | 154 | 0 | 0 | 471 | 0 | 0 | 689 | 678 | 468 | 696 | 681 | 156 |
| Stage 1 | - | - | - | - | - | - | 482 | 482 | - | 194 | 194 | - |
| Stage 2 | - | - | - | - | - | - | 207 | 196 | - | 502 | 487 | - |
| Critical Hdwy | 4.1 | - | - | 4.1 | - | - | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 |
| Critical Hdwy Stg 1 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Critical Hdwy Stg 2 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Follow-up Hdwy | 2.2 | - | - | 2.2 | - | - | 3.5 | 4 | 3.3 | 3.5 | 4 | 3.3 |
| Pot Cap-1 Maneuver | 1439 | - | - | 1101 | - | - | 363 | 377 | 599 | 359 | 375 | 895 |
| Stage 1 | - | - | - | - | - | - | 569 | 557 | - | 812 | 744 | - |
| Stage 2 | - | - | - | - | - | - | 800 | 742 | - | 555 | 554 | - |
| Mov Cap-1 Maneuver | 1438 | - | - | 1094 | - | - | 341 | 363 | 594 | 320 | 362 | 891 |
| Mov Cap-2 Maneuver | - | - | - | - | - | - | 341 | 363 | - | 320 | 362 | - |
| Stage 1 | - | - | - | - | - | - | 561 | 549 | - | 805 | 728 | - |
| Stage 2 | - | - | - | - | - | - | 761 | 726 | - | 503 | 546 | - |
| Approach | EB | WB | NB | SB |
|---|---|---|---|---|
| HCM Control Delay, s | 0.1 | 1 | 14.6 | 15.4 |
| HCM LOS | B | C |
| Minor Lane/Major Mvmt | NBLn1 | EBL | EBT | EBR | WBL | WBT | WBR | SBLn1 |
|---|---|---|---|---|---|---|---|---|
| Capacity (veh/h) | 451 | 1438 | - | - | 1094 | - | - | 393 |
| HCM Lane V/C Ratio | 0.169 | 0.006 | - | - | 0.019 | - | - | 0.117 |
| HCM Control Delay (s) | 14.6 | 7.5 | 0 | - | 8.4 | 0 | - | 15.4 |
| HCM Lane LOS | B | A | A | - | A | A | - | C |
| HCM 95th %tile Q(veh) | 0.6 | 0 | - | - | 0.1 | - | - | 0.4 |
Lanes, Volumes, Timings
11: Burnside Rd & Watkiss Way
11-06-2019 9 Erskine Lane TIA 8:00 am 11-16-2018 2022 Background AM
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\vec{}$ | $\uparrow$ | |||||||
| Traffic Volume (vph) | 51 | 67 | 38 | 77 | 40 | 58 | 50 | 527 | 308 | 46 | 104 | 6 |
| Future Volume (vph) | 51 | 67 | 38 | 77 | 40 | 58 | 50 | 527 | 308 | 46 | 104 | 6 |
| Ideal Flow (vphpl) | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 |
| Lane Util. Factor | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 |
| Ped Bike Factor | 0.99 | 0.99 | 1.00 | 0.97 | 1.00 | |||||||
| Frt | 0.970 | 0.965 | 0.850 | 0.991 | ||||||||
| Flt Protected | 0.981 | 0.973 | 0.993 | 0.985 | ||||||||
| Satd. Flow (prot) | 0 | 1770 | 0 | 0 | 1755 | 0 | 0 | 1870 | 1601 | 0 | 1836 | 0 |
| Flt Permitted | 0.792 | 0.707 | 0.927 | 0.776 | ||||||||
| Satd. Flow (perm) | 0 | 1426 | 0 | 0 | 1272 | 0 | 0 | 1745 | 1548 | 0 | 1444 | 0 |
| Right Turn on Red | Yes | Yes | Yes | Yes | ||||||||
| Satd. Flow (RTOR) | 24 | 30 | 350 | 7 | ||||||||
| Link Speed (k/h) | 50 | 50 | 50 | 50 | ||||||||
| Link Distance (m) | 82.4 | 175.2 | 109.2 | 122.0 | ||||||||
| Travel Time (s) | 5.9 | 12.6 | 7.9 | 8.8 | ||||||||
| Confl. Peds. (#/hr) | 6 | 4 | 4 | 6 | 2 | 8 | 8 | 2 | ||||
| Confl. Bikes (#/hr) | 25 | |||||||||||
| Peak Hour Factor | 0.60 | 0.78 | 0.80 | 0.53 | 0.84 | 0.87 | 0.52 | 0.96 | 0.88 | 0.83 | 0.88 | 0.50 |
| Adj. Flow (vph) | 85 | 86 | 48 | 145 | 48 | 67 | 96 | 549 | 350 | 55 | 118 | 12 |
| Lane Group Flow (vph) | 0 | 219 | 0 | 0 | 260 | 0 | 0 | 645 | 350 | 0 | 185 | 0 |
| Turn Type | Perm | NA | Perm | NA | pm+pt | NA | Perm | Perm | NA | |||
| Protected Phases | 4 | 8 | 5 | 2 | 6 | |||||||
| Permitted Phases | 4 | 8 | 2 | 2 | 6 | |||||||
| Detector Phase | 4 | 4 | 8 | 8 | 5 | 2 | 2 | 6 | 6 | |||
| Minimum Initial (s) | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | |||
| Minimum Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 22.5 | 22.5 | 22.5 | 22.5 | |||
| Total Split (s) | 23.0 | 23.0 | 23.0 | 23.0 | 9.5 | 37.0 | 37.0 | 27.5 | 27.5 | |||
| Total Split (%) | 38.3% | 38.3% | 38.3% | 38.3% | 15.8% | 61.7% | 61.7% | 45.8% | 45.8% | |||
| Maximum Green (s) | 18.5 | 18.5 | 18.5 | 18.5 | 5.0 | 32.5 | 32.5 | 23.0 | 23.0 | |||
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | |||
| All-Red Time (s) | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | |||
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |||||||
| Total Lost Time (s) | 4.5 | 4.5 | 4.5 | 4.5 | 4.5 | |||||||
| Lead/Lag | Lead | Lag | Lag | |||||||||
| Lead-Lag Optimize? | Yes | Yes | Yes | |||||||||
| Vehicle Extension (s) | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | |||
| Recall Mode | None | None | None | None | None | Max | Max | Max | Max | |||
| Walk Time (s) | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | ||||
| Flash Dont Walk (s) | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | ||||
| Pedestrian Calls (#/hr) | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | ||||
| Act Effct Green (s) | 14.4 | 14.4 | 32.8 | 32.8 | 32.8 | |||||||
| Actuated g/C Ratio | 0.26 | 0.26 | 0.58 | 0.58 | 0.58 | |||||||
| v/c Ratio | 0.57 | 0.75 | 0.63 | 0.33 | 0.22 | |||||||
| Control Delay | 22.2 | 31.1 | 12.3 | 2.0 | 7.2 | |||||||
| Total Delay | 22.2 | 31.1 | 12.3 | 2.0 | 7.2 |
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| LOS | C | C | B | A | A | |||||||
| Approach Delay | 22.2 | 31.1 | 8.7 | 7.2 | ||||||||
| Approach LOS | C | C | A | A | ||||||||
| Queue Length 50th (m) | 17.0 | 21.2 | 40.0 | 0.0 | 8.0 | |||||||
| Queue Length 95th (m) | 28.0 | 38.6 | 79.1 | 8.5 | 17.8 | |||||||
| Internal Link Dist (m) | 58.4 | 151.2 | 85.2 | 98.0 | ||||||||
| Base Capacity (vph) | 487 | 440 | 1018 | 1049 | 845 | |||||||
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Reduced v/c Ratio | 0.45 | 0.59 | 0.63 | 0.33 | 0.22 |
Page 576–592
| Intersection Summary | |
|---|---|
| Area Type: | Other |
| Cycle Length: | 60 |
| Actuated Cycle Length: | 56.2 |
| Natural Cycle: | 60 |
| Control Type: | Actuated-Uncoordinated |
| Maximum v/c Ratio: | 0.75 |
| Intersection Signal Delay: | 13.8 |
| Intersection LOS: | B |
| Intersection Capacity Utilization: | 69.1% |
| ICU Level of Service: | C |
| Analysis Period (min): | 15 |
Splits and Phases: 11: Burnside Rd & Watkiss Way
MOVEMENT SUMMARY
Site: 101 [Watkiss Way / Hospital Access / Eagle Creek Access_2022AMBG]
New Site Site Category: (None) Roundabout
Movement Performance - Vehicles
| Mov ID | Turn | Demand Flows Total veh/h | Demand Flows HV % | Deg. Satn v/c | Average Delay sec | Level of Service | 95% Back of Queue Vehicles veh | 95% Back of Queue Distance m | Prop. Queued | Effective Stop Rate | Aver. No. Cycles | Average Speed km/h |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| South: Hospital Access | ||||||||||||
| 3 | L2 | 16 | 0.0 | 0.112 | 6.5 | LOS A | 0.3 | 2.9 | 0.48 | 0.44 | 0.48 | 51.6 |
| 8 | T1 | 8 | 0.0 | 0.112 | 6.5 | LOS A | 0.3 | 2.9 | 0.48 | 0.44 | 0.48 | 51.3 |
| 18 | R2 | 44 | 22.6 | 0.112 | 7.6 | LOS A | 0.3 | 2.9 | 0.48 | 0.44 | 0.48 | 49.5 |
| Approach | 68 | 14.7 | 0.112 | 7.2 | LOS A | 0.3 | 2.9 | 0.48 | 0.44 | 0.48 | 50.2 | |
| East: Watkiss Way | ||||||||||||
| 1 | L2 | 116 | 6.4 | 0.349 | 7.5 | LOS A | 1.6 | 12.5 | 0.29 | 0.17 | 0.29 | 51.0 |
| 6 | T1 | 220 | 5.8 | 0.349 | 7.5 | LOS A | 1.6 | 12.5 | 0.29 | 0.17 | 0.29 | 50.9 |
| 16 | R2 | 134 | 2.8 | 0.082 | 0.0 | LOS A | 0.0 | 0.0 | 0.00 | 0.00 | 0.00 | 56.8 |
| Approach | 469 | 5.1 | 0.349 | 5.4 | LOS A | 1.6 | 12.5 | 0.21 | 0.12 | 0.21 | 52.5 | |
| North: Eagle Creek Access | ||||||||||||
| 7 | L2 | 66 | 2.2 | 0.266 | 7.7 | LOS A | 1.0 | 8.1 | 0.49 | 0.45 | 0.49 | 51.0 |
| 4 | T1 | 30 | 0.0 | 0.266 | 7.6 | LOS A | 1.0 | 8.1 | 0.49 | 0.45 | 0.49 | 50.8 |
| 14 | R2 | 108 | 1.5 | 0.266 | 7.7 | LOS A | 1.0 | 8.1 | 0.49 | 0.45 | 0.49 | 49.4 |
| Approach | 204 | 1.5 | 0.266 | 7.7 | LOS A | 1.0 | 8.1 | 0.49 | 0.45 | 0.49 | 50.1 | |
| West: Watkiss Way | ||||||||||||
| 5 | L2 | 78 | 3.2 | 0.546 | 11.7 | LOS B | 3.7 | 28.8 | 0.53 | 0.47 | 0.62 | 48.9 |
| 2 | T1 | 313 | 6.1 | 0.546 | 11.8 | LOS B | 3.7 | 28.8 | 0.53 | 0.47 | 0.62 | 48.7 |
| 12 | R2 | 82 | 0.0 | 0.546 | 11.6 | LOS B | 3.7 | 28.8 | 0.53 | 0.47 | 0.62 | 47.5 |
| Approach | 473 | 4.6 | 0.546 | 11.8 | LOS B | 3.7 | 28.8 | 0.53 | 0.47 | 0.62 | 48.5 | |
| All Vehicles | 1214 | 4.8 | 0.546 | 8.4 | LOS A | 3.7 | 28.8 | 0.40 | 0.33 | 0.43 | 50.3 |
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 2010. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
HCM 2010 TWSC
8: Erskine Ln/Stoneridge Dr & Watkiss Way
11-06-2019 9 Erskine Lane TIA 4:00 pm 11-16-2018 2022 Background PM
| Intersection | |
|---|---|
| Int Delay, s/veh | 2.3 |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\uparrow$ | ||||||||
| Traffic Vol, veh/h | 4 | 198 | 16 | 33 | 163 | 11 | 5 | 5 | 22 | 11 | 5 | 1 |
| Future Vol, veh/h | 4 | 198 | 16 | 33 | 163 | 11 | 5 | 5 | 22 | 11 | 5 | 1 |
| Conflicting Peds, #/hr | 5 | 0 | 4 | 4 | 0 | 5 | 1 | 0 | 4 | 4 | 0 | 1 |
| Sign Control | Free | Free | Free | Free | Free | Free | Stop | Stop | Stop | Stop | Stop | Stop |
| RT Channelized | - | - | None | - | - | None | - | - | None | - | - | None |
| Veh in Median Storage, # | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Grade, % | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Peak Hour Factor | 33 | 83 | 40 | 75 | 95 | 63 | 38 | 63 | 92 | 63 | 63 | 25 |
| Heavy Vehicles, % | 2 | 2 | 2 | 2 | 2 | 2 | 2 | 2 | 2 | 2 | 2 | 2 |
| Mvmt Flow | 12 | 239 | 40 | 44 | 172 | 17 | 13 | 8 | 24 | 17 | 8 | 4 |
| Major/Minor | Major1 | Major2 | Minor1 | Minor2 | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Conflicting Flow All | 194 | 0 | 0 | 283 | 0 | 0 | 563 | 569 | 267 | 577 | 581 | 187 |
| Stage 1 | - | - | - | - | - | - | 287 | 287 | - | 274 | 274 | - |
| Stage 2 | - | - | - | - | - | - | 276 | 282 | - | 303 | 307 | - |
| Critical Hdwy | 4.12 | - | - | 4.12 | - | - | 7.12 | 6.52 | 6.22 | 7.12 | 6.52 | 6.22 |
| Critical Hdwy Stg 1 | - | - | - | - | - | - | 6.12 | 5.52 | - | 6.12 | 5.52 | - |
| Critical Hdwy Stg 2 | - | - | - | - | - | - | 6.12 | 5.52 | - | 6.12 | 5.52 | - |
| Follow-up Hdwy | 2.218 | - | - | 2.218 | - | - | 3.518 | 4.018 | 3.318 | 3.518 | 4.018 | 3.318 |
| Pot Cap-1 Maneuver | 1379 | - | - | 1279 | - | - | 437 | 432 | 772 | 428 | 425 | 855 |
| Stage 1 | - | - | - | - | - | - | 720 | 674 | - | 732 | 683 | - |
| Stage 2 | - | - | - | - | - | - | 730 | 678 | - | 706 | 661 | - |
| Mov Cap-1 Maneuver | 1373 | - | - | 1274 | - | - | 411 | 407 | 766 | 390 | 401 | 850 |
| Mov Cap-2 Maneuver | - | - | - | - | - | - | 411 | 407 | - | 390 | 401 | - |
| Stage 1 | - | - | - | - | - | - | 710 | 665 | - | 721 | 653 | - |
| Stage 2 | - | - | - | - | - | - | 689 | 648 | - | 667 | 652 | - |
| Approach | EB | WB | NB | SB |
|---|---|---|---|---|
| HCM Control Delay, s | 0.3 | 1.5 | 12.2 | 14.1 |
| HCM LOS | B | B |
| Minor Lane/Major Mvmt | NBLn1 | EBL | EBT | EBR | WBL | WBT | WBR | SBLn1 |
|---|---|---|---|---|---|---|---|---|
| Capacity (veh/h) | 544 | 1373 | - | - | 1274 | - | - | 424 |
| HCM Lane V/C Ratio | 0.083 | 0.009 | - | - | 0.035 | - | - | 0.069 |
| HCM Control Delay (s) | 12.2 | 7.6 | 0 | - | 7.9 | 0 | - | 14.1 |
| HCM Lane LOS | B | A | A | - | A | A | - | B |
| HCM 95th %tile Q(veh) | 0.3 | 0 | - | - | 0.1 | - | - | 0.2 |
Lanes, Volumes, Timings
11: Burnside Rd & Watkiss Way
11-06-2019 9 Erskine Lane TIA 4:00 pm 11-16-2018 2022 Background PM
Page 576–592
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\vec{}$ | $\uparrow$ | |||||||
| Traffic Volume (vph) | 14 | 49 | 39 | 116 | 54 | 35 | 97 | 233 | 114 | 39 | 433 | 40 |
| Future Volume (vph) | 14 | 49 | 39 | 116 | 54 | 35 | 97 | 233 | 114 | 39 | 433 | 40 |
| Ideal Flow (vphpl) | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 |
| Lane Util. Factor | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 |
| Ped Bike Factor | 0.94 | 0.99 | 1.00 | 0.97 | 1.00 | |||||||
| Frt | 0.937 | 0.975 | 0.850 | 0.989 | ||||||||
| Flt Protected | 0.994 | 0.976 | 0.987 | 0.995 | ||||||||
| Satd. Flow (prot) | 0 | 1654 | 0 | 0 | 1783 | 0 | 0 | 1859 | 1601 | 0 | 1850 | 0 |
| Flt Permitted | 0.952 | 0.798 | 0.746 | 0.932 | ||||||||
| Satd. Flow (perm) | 0 | 1583 | 0 | 0 | 1448 | 0 | 0 | 1405 | 1557 | 0 | 1732 | 0 |
| Right Turn on Red | Yes | Yes | Yes | Yes | ||||||||
| Satd. Flow (RTOR) | 61 | 17 | 134 | 9 | ||||||||
| Link Speed (k/h) | 48 | 48 | 48 | 48 | ||||||||
| Link Distance (m) | 82.4 | 175.2 | 109.2 | 122.0 | ||||||||
| Travel Time (s) | 6.2 | 13.1 | 8.2 | 9.2 | ||||||||
| Confl. Peds. (#/hr) | 4 | 10 | 10 | 4 | 1 | 3 | 3 | 1 | ||||
| Confl. Bikes (#/hr) | 64 | 3 | ||||||||||
| Peak Hour Factor | 0.81 | 0.94 | 0.64 | 0.91 | 0.66 | 0.75 | 0.89 | 0.80 | 0.85 | 0.64 | 0.85 | 0.79 |
| Adj. Flow (vph) | 17 | 52 | 61 | 127 | 82 | 47 | 109 | 291 | 134 | 61 | 509 | 51 |
| Lane Group Flow (vph) | 0 | 130 | 0 | 0 | 256 | 0 | 0 | 400 | 134 | 0 | 621 | 0 |
| Turn Type | Perm | NA | Perm | NA | pm+pt | NA | Perm | Perm | NA | |||
| Protected Phases | 4 | 8 | 5 | 2 | 6 | |||||||
| Permitted Phases | 4 | 8 | 2 | 2 | 6 | |||||||
| Detector Phase | 4 | 4 | 8 | 8 | 5 | 2 | 2 | 6 | 6 | |||
| Minimum Initial (s) | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | |||
| Minimum Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 22.5 | 22.5 | 22.5 | 22.5 | |||
| Total Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 42.5 | 42.5 | 33.0 | 33.0 | |||
| Total Split (%) | 34.6% | 34.6% | 34.6% | 34.6% | 14.6% | 65.4% | 65.4% | 50.8% | 50.8% | |||
| Maximum Green (s) | 18.0 | 18.0 | 18.0 | 18.0 | 5.0 | 38.0 | 38.0 | 28.5 | 28.5 | |||
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | |||
| All-Red Time (s) | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | |||
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |||||||
| Total Lost Time (s) | 4.5 | 4.5 | 4.5 | 4.5 | 4.5 | |||||||
| Lead/Lag | Lead | Lag | Lag | |||||||||
| Lead-Lag Optimize? | Yes | Yes | Yes | |||||||||
| Vehicle Extension (s) | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | |||
| Recall Mode | None | None | None | None | None | Max | Max | Max | Max | |||
| Walk Time (s) | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | ||||
| Flash Dont Walk (s) | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | ||||
| Pedestrian Calls (#/hr) | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | ||||
| Act Effct Green (s) | 14.5 | 14.5 | 39.3 | 39.3 | 39.3 | |||||||
| Actuated g/C Ratio | 0.23 | 0.23 | 0.63 | 0.63 | 0.63 | |||||||
| v/c Ratio | 0.32 | 0.74 | 0.46 | 0.13 | 0.57 | |||||||
| Control Delay | 13.2 | 33.9 | 9.1 | 1.7 | 10.2 | |||||||
| Total Delay | 13.2 | 33.9 | 9.1 | 1.7 | 10.2 |
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| LOS | B | C | A | A | B | |||||||
| Approach Delay | 13.2 | 33.9 | 7.2 | 10.2 | ||||||||
| Approach LOS | B | C | A | B | ||||||||
| Queue Length 50th (m) | 6.2 | 24.9 | 21.7 | 0.0 | 37.0 | |||||||
| Queue Length 95th (m) | 17.8 | 30.4 | 36.2 | 4.8 | 63.1 | |||||||
| Internal Link Dist (m) | 58.4 | 151.2 | 85.2 | 98.0 | ||||||||
| Base Capacity (vph) | 497 | 427 | 879 | 1024 | 1087 | |||||||
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Reduced v/c Ratio | 0.26 | 0.60 | 0.46 | 0.13 | 0.57 |
| Intersection Summary | |
|---|---|
| Area Type: | Other |
| Cycle Length: | 65 |
| Actuated Cycle Length: | 62.8 |
| Natural Cycle: | 60 |
| Control Type: | Actuated-Uncoordinated |
| Maximum v/c Ratio: | 0.74 |
| Intersection Signal Delay: | 13.3 |
| Intersection LOS: | B |
| Intersection Capacity Utilization: | 74.4% |
| ICU Level of Service: | D |
| Analysis Period (min): | 15 |
Splits and Phases: 11: Burnside Rd & Watkiss Way
MOVEMENT SUMMARY
Site: 101 [Watkiss Way / Hospital Access / Eagle Creek Access_2022PMBG]
New Site Site Category: (None) Roundabout
Movement Performance - Vehicles
| Mov ID | Turn | Demand Flows Total veh/h | Demand Flows HV % | Deg. Satn v/c | Average Delay sec | Level of Service | 95% Back of Queue Vehicles veh | 95% Back of Queue Distance m | Prop. Queued | Effective Stop Rate | Aver. No. Cycles | Average Speed km/h |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| South: Hospital Access | ||||||||||||
| 3 | L2 | 45 | 0.0 | 0.588 | 15.5 | LOS B | 4.6 | 34.9 | 0.72 | 0.89 | 1.20 | 46.7 |
| 8 | T1 | 86 | 0.0 | 0.588 | 15.5 | LOS B | 4.6 | 34.9 | 0.72 | 0.89 | 1.20 | 46.5 |
| 18 | R2 | 268 | 0.0 | 0.588 | 15.5 | LOS B | 4.6 | 34.9 | 0.72 | 0.89 | 1.20 | 45.4 |
| Approach | 400 | 0.0 | 0.588 | 15.5 | LOS B | 4.6 | 34.9 | 0.72 | 0.89 | 1.20 | 45.8 | |
| East: Watkiss Way | ||||||||||||
| 1 | L2 | 38 | 0.0 | 0.316 | 7.0 | LOS A | 1.4 | 10.8 | 0.33 | 0.22 | 0.33 | 52.3 |
| 6 | T1 | 217 | 4.8 | 0.316 | 7.2 | LOS A | 1.4 | 10.8 | 0.33 | 0.22 | 0.33 | 52.0 |
| 16 | R2 | 194 | 0.0 | 0.316 | 1.6 | LOS A | 1.4 | 10.8 | 0.07 | 0.05 | 0.07 | 55.4 |
| Approach | 449 | 2.3 | 0.316 | 4.7 | LOS A | 1.4 | 10.8 | 0.22 | 0.14 | 0.22 | 53.4 | |
| North: Eagle Creek Access | ||||||||||||
| 7 | L2 | 148 | 1.0 | 0.474 | 10.6 | LOS B | 2.9 | 21.7 | 0.56 | 0.55 | 0.67 | 48.9 |
| 4 | T1 | 30 | 0.0 | 0.474 | 10.6 | LOS B | 2.9 | 21.7 | 0.56 | 0.55 | 0.67 | 48.7 |
| 14 | R2 | 213 | 0.0 | 0.474 | 10.6 | LOS B | 2.9 | 21.7 | 0.56 | 0.55 | 0.67 | 47.4 |
| Approach | 391 | 0.4 | 0.474 | 10.6 | LOS B | 2.9 | 21.7 | 0.56 | 0.55 | 0.67 | 48.1 | |
| West: Watkiss Way | ||||||||||||
| 5 | L2 | 12 | 0.0 | 0.468 | 9.8 | LOS A | 2.4 | 18.5 | 0.48 | 0.38 | 0.48 | 50.7 |
| 2 | T1 | 332 | 3.7 | 0.468 | 10.0 | LOS A | 2.4 | 18.5 | 0.48 | 0.38 | 0.48 | 50.4 |
| 12 | R2 | 69 | 0.0 | 0.468 | 9.8 | LOS A | 2.4 | 18.5 | 0.48 | 0.38 | 0.48 | 49.1 |
| Approach | 413 | 3.0 | 0.468 | 10.0 | LOS A | 2.4 | 18.5 | 0.48 | 0.38 | 0.48 | 50.2 | |
| All Vehicles | 1653 | 1.5 | 0.588 | 10.0 | LOS B | 4.6 | 34.9 | 0.49 | 0.48 | 0.63 | 49.3 |
Page 576–592
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 2010. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
HCM 2010 TWSC
8: Erskine Ln/Stoneridge Dr & Watkiss Way
11-06-2019 9 Erskine Lane TIA 8:00 am 11-16-2018 2032 Background AM
| Intersection | |
|---|---|
| Int Delay, s/veh | 3 |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\uparrow$ | ||||||||
| Traffic Vol, veh/h | 6 | 470 | 8 | 8 | 144 | 3 | 19 | 6 | 40 | 14 | 6 | 6 |
| Future Vol, veh/h | 6 | 470 | 8 | 8 | 144 | 3 | 19 | 6 | 40 | 14 | 6 | 6 |
| Conflicting Peds, #/hr | 1 | 0 | 7 | 7 | 0 | 1 | 4 | 0 | 2 | 2 | 0 | 4 |
| Sign Control | Free | Free | Free | Free | Free | Free | Stop | Stop | Stop | Stop | Stop | Stop |
| RT Channelized | - | - | None | - | - | None | - | - | None | - | - | None |
| Veh in Median Storage, # | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Grade, % | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Peak Hour Factor | 63 | 85 | 63 | 33 | 79 | 50 | 67 | 60 | 85 | 46 | 63 | 42 |
| Heavy Vehicles, % | 0 | 2 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Mvmt Flow | 10 | 553 | 13 | 24 | 182 | 6 | 28 | 10 | 47 | 30 | 10 | 14 |
| Major/Minor | Major1 | Major2 | Minor1 | Minor2 | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Conflicting Flow All | 189 | 0 | 0 | 573 | 0 | 0 | 836 | 824 | 569 | 844 | 827 | 190 |
| Stage 1 | - | - | - | - | - | - | 587 | 587 | - | 234 | 234 | - |
| Stage 2 | - | - | - | - | - | - | 249 | 237 | - | 610 | 593 | - |
| Critical Hdwy | 4.1 | - | - | 4.1 | - | - | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 |
| Critical Hdwy Stg 1 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Critical Hdwy Stg 2 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Follow-up Hdwy | 2.2 | - | - | 2.2 | - | - | 3.5 | 4 | 3.3 | 3.5 | 4 | 3.3 |
| Pot Cap-1 Maneuver | 1397 | - | - | 1010 | - | - | 289 | 310 | 525 | 285 | 309 | 857 |
| Stage 1 | - | - | - | - | - | - | 499 | 500 | - | 774 | 715 | - |
| Stage 2 | - | - | - | - | - | - | 759 | 713 | - | 485 | 497 | - |
| Mov Cap-1 Maneuver | 1396 | - | - | 1003 | - | - | 267 | 297 | 521 | 245 | 296 | 853 |
| Mov Cap-2 Maneuver | - | - | - | - | - | - | 267 | 297 | - | 245 | 296 | - |
| Stage 1 | - | - | - | - | - | - | 491 | 492 | - | 765 | 695 | - |
| Stage 2 | - | - | - | - | - | - | 714 | 693 | - | 427 | 489 | - |
| Approach | EB | WB | NB | SB |
|---|---|---|---|---|
| HCM Control Delay, s | 0.1 | 1 | 17.6 | 18.9 |
| HCM LOS | C | C |
| Minor Lane/Major Mvmt | NBLn1 | EBL | EBT | EBR | WBL | WBT | WBR | SBLn1 |
|---|---|---|---|---|---|---|---|---|
| Capacity (veh/h) | 371 | 1396 | - | - | 1003 | - | - | 313 |
| HCM Lane V/C Ratio | 0.23 | 0.007 | - | - | 0.024 | - | - | 0.173 |
| HCM Control Delay (s) | 17.6 | 7.6 | 0 | - | 8.7 | 0 | - | 18.9 |
| HCM Lane LOS | C | A | A | - | A | A | - | C |
| HCM 95th %tile Q(veh) | 0.9 | 0 | - | - | 0.1 | - | - | 0.6 |
Lanes, Volumes, Timings
11: Burnside Rd & Watkiss Way
11-06-2019 9 Erskine Lane TIA 8:00 am 11-16-2018 2032 Background AM
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\vec{}$ | $\uparrow$ | |||||||
| Traffic Volume (vph) | 62 | 81 | 47 | 93 | 49 | 70 | 61 | 643 | 375 | 56 | 127 | 8 |
| Future Volume (vph) | 62 | 81 | 47 | 93 | 49 | 70 | 61 | 643 | 375 | 56 | 127 | 8 |
| Ideal Flow (vphpl) | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 |
| Lane Util. Factor | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 |
| Ped Bike Factor | 0.99 | 0.99 | 1.00 | 0.97 | 1.00 | |||||||
| Frt | 0.970 | 0.965 | 0.850 | 0.990 | ||||||||
| Flt Protected | 0.981 | 0.973 | 0.993 | 0.985 | ||||||||
| Satd. Flow (prot) | 0 | 1769 | 0 | 0 | 1755 | 0 | 0 | 1870 | 1601 | 0 | 1834 | 0 |
| Flt Permitted | 0.768 | 0.662 | 0.914 | 0.604 | ||||||||
| Satd. Flow (perm) | 0 | 1382 | 0 | 0 | 1191 | 0 | 0 | 1721 | 1546 | 0 | 1123 | 0 |
| Right Turn on Red | Yes | Yes | Yes | Yes | ||||||||
| Satd. Flow (RTOR) | 23 | 27 | 426 | 7 | ||||||||
| Link Speed (k/h) | 50 | 50 | 50 | 50 | ||||||||
| Link Distance (m) | 82.4 | 175.2 | 109.2 | 122.0 | ||||||||
| Travel Time (s) | 5.9 | 12.6 | 7.9 | 8.8 | ||||||||
| Confl. Peds. (#/hr) | 6 | 4 | 4 | 6 | 2 | 8 | 8 | 2 | ||||
| Peak Hour Factor | 0.60 | 0.78 | 0.80 | 0.53 | 0.84 | 0.87 | 0.52 | 0.96 | 0.88 | 0.83 | 0.88 | 0.50 |
| Adj. Flow (vph) | 103 | 104 | 59 | 175 | 58 | 80 | 117 | 670 | 426 | 67 | 144 | 16 |
| Lane Group Flow (vph) | 0 | 266 | 0 | 0 | 313 | 0 | 0 | 787 | 426 | 0 | 227 | 0 |
| Turn Type | Perm | NA | Perm | NA | pm+pt | NA | Perm | Perm | NA | |||
| Protected Phases | 4 | 8 | 5 | 2 | 6 | |||||||
| Permitted Phases | 4 | 8 | 2 | 2 | 6 | |||||||
| Detector Phase | 4 | 4 | 8 | 8 | 5 | 2 | 2 | 6 | 6 | |||
| Minimum Initial (s) | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | |||
| Minimum Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 22.5 | 22.5 | 22.5 | 22.5 | |||
| Total Split (s) | 24.0 | 24.0 | 24.0 | 24.0 | 9.5 | 41.0 | 41.0 | 31.5 | 31.5 | |||
| Total Split (%) | 36.9% | 36.9% | 36.9% | 36.9% | 14.6% | 63.1% | 63.1% | 48.5% | 48.5% | |||
| Maximum Green (s) | 19.5 | 19.5 | 19.5 | 19.5 | 5.0 | 36.5 | 36.5 | 27.0 | 27.0 | |||
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | |||
| All-Red Time (s) | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | |||
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |||||||
| Total Lost Time (s) | 4.5 | 4.5 | 4.5 | 4.5 | 4.5 | |||||||
| Lead/Lag | Lead | Lag | Lag | |||||||||
| Lead-Lag Optimize? | Yes | Yes | Yes | |||||||||
| Vehicle Extension (s) | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | |||
| Recall Mode | None | None | None | None | None | Max | Max | Max | Max | |||
| Walk Time (s) | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | ||||
| Flash Dont Walk (s) | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | ||||
| Pedestrian Calls (#/hr) | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | ||||
| Act Effct Green (s) | 18.0 | 18.0 | 36.6 | 36.6 | 36.6 | |||||||
| Actuated g/C Ratio | 0.28 | 0.28 | 0.58 | 0.58 | 0.58 | |||||||
| v/c Ratio | 0.65 | 0.88 | 0.80 | 0.40 | 0.35 | |||||||
| Control Delay | 26.7 | 47.4 | 19.3 | 2.1 | 9.3 | |||||||
| Total Delay | 26.7 | 47.4 | 19.3 | 2.1 | 9.3 |
Page 576–592
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| LOS | C | D | B | A | A | |||||||
| Approach Delay | 26.7 | 47.4 | 13.2 | 9.3 | ||||||||
| Approach LOS | C | D | B | A | ||||||||
| Queue Length 50th (m) | 24.8 | 32.0 | 69.0 | 0.0 | 13.0 | |||||||
| Queue Length 95th (m) | 38.1 | #64.2 | #137.6 | 9.2 | 24.8 | |||||||
| Internal Link Dist (m) | 58.4 | 151.2 | 85.2 | 98.0 | ||||||||
| Base Capacity (vph) | 440 | 384 | 989 | 1069 | 648 | |||||||
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Reduced v/c Ratio | 0.60 | 0.82 | 0.80 | 0.40 | 0.35 |
| Intersection Summary | |
|---|---|
| Area Type: | Other |
| Cycle Length: | 65 |
| Actuated Cycle Length: | 63.6 |
| Natural Cycle: | 60 |
| Control Type: | Actuated-Uncoordinated |
| Maximum v/c Ratio: | 0.88 |
| Intersection Signal Delay: | 19.9 |
| Intersection LOS: | B |
| Intersection Capacity Utilization: | 81.6% |
| ICU Level of Service: | D |
| Analysis Period (min): | 15 |
95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles.
Splits and Phases: 11: Burnside Rd & Watkiss Way
MOVEMENT SUMMARY
Site: 101 [Watkiss Way / Hospital Access / Eagle Creek Access_2032AMBG ]
New Site Site Category: (None) Roundabout
Movement Performance - Vehicles
| Mov ID | Turn | Demand Flows Total veh/h | Demand Flows HV % | Deg. Satn v/c | Average Delay sec | Level of Service | 95% Back of Queue Vehicles veh | 95% Back of Queue Distance m | Prop. Queued | Effective Stop Rate | Aver. No. Cycles | Average Speed km/h |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| South: Hospital Access | ||||||||||||
| 3 | L2 | 20 | 0.0 | 0.149 | 7.5 | LOS A | 0.5 | 3.9 | 0.53 | 0.52 | 0.53 | 50.9 |
| 8 | T1 | 10 | 0.0 | 0.149 | 7.5 | LOS A | 0.5 | 3.9 | 0.53 | 0.52 | 0.53 | 50.6 |
| 18 | R2 | 54 | 18.4 | 0.149 | 8.6 | LOS A | 0.5 | 3.9 | 0.53 | 0.52 | 0.53 | 48.9 |
| Approach | 85 | 11.8 | 0.149 | 8.2 | LOS A | 0.5 | 3.9 | 0.53 | 0.52 | 0.53 | 49.6 | |
| East: Watkiss Way | ||||||||||||
| 1 | L2 | 142 | 5.2 | 0.431 | 8.8 | LOS A | 2.2 | 17.0 | 0.36 | 0.23 | 0.36 | 50.2 |
| 6 | T1 | 267 | 4.7 | 0.431 | 8.8 | LOS A | 2.2 | 17.0 | 0.36 | 0.23 | 0.36 | 50.0 |
| 16 | R2 | 164 | 2.3 | 0.100 | 0.0 | LOS A | 0.0 | 0.0 | 0.00 | 0.00 | 0.00 | 56.9 |
| Approach | 572 | 4.2 | 0.431 | 6.3 | LOS A | 2.2 | 17.0 | 0.25 | 0.16 | 0.25 | 51.8 | |
| North: Eagle Creek Access | ||||||||||||
| 7 | L2 | 79 | 1.9 | 0.347 | 9.5 | LOS A | 1.4 | 11.0 | 0.56 | 0.56 | 0.56 | 49.8 |
| 4 | T1 | 37 | 0.0 | 0.347 | 9.4 | LOS A | 1.4 | 11.0 | 0.56 | 0.56 | 0.56 | 49.6 |
| 14 | R2 | 131 | 1.3 | 0.347 | 9.5 | LOS A | 1.4 | 11.0 | 0.56 | 0.56 | 0.56 | 48.3 |
| Approach | 247 | 1.3 | 0.347 | 9.5 | LOS A | 1.4 | 11.0 | 0.56 | 0.56 | 0.56 | 49.0 | |
| West: Watkiss Way | ||||||||||||
| 5 | L2 | 94 | 2.6 | 0.686 | 16.6 | LOS B | 9.0 | 70.7 | 0.69 | 0.86 | 1.22 | 46.0 |
| 2 | T1 | 378 | 5.1 | 0.686 | 16.7 | LOS B | 9.0 | 70.7 | 0.69 | 0.86 | 1.22 | 45.8 |
| 12 | R2 | 100 | 0.0 | 0.686 | 16.5 | LOS B | 9.0 | 70.7 | 0.69 | 0.86 | 1.22 | 44.8 |
| Approach | 571 | 3.8 | 0.686 | 16.6 | LOS B | 9.0 | 70.7 | 0.69 | 0.86 | 1.22 | 45.6 | |
| All Vehicles | 1476 | 4.0 | 0.686 | 10.9 | LOS B | 9.0 | 70.7 | 0.49 | 0.52 | 0.70 | 48.7 |
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 2010. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
HCM 2010 TWSC
8: Erskine Ln/Stoneridge Dr & Watkiss Way
11-06-2019 9 Erskine Lane TIA 4:00 pm 11-16-2018 2032 Background PM
| Intersection | |
|---|---|
| Int Delay, s/veh | 2.4 |
| Movement | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\uparrow$ | ||||||||
| Traffic Vol, veh/h | 5 | 242 | 18 | 37 | 199 | 13 | 6 | 6 | 24 | 13 | 6 | 1 |
| Future Vol, veh/h | 5 | 242 | 18 | 37 | 199 | 13 | 6 | 6 | 24 | 13 | 6 | 1 |
| Conflicting Peds, #/hr | 5 | 0 | 4 | 4 | 0 | 5 | 1 | 0 | 4 | 4 | 0 | 1 |
| Sign Control | Free | Free | Free | Free | Free | Free | Stop | Stop | Stop | Stop | Stop | Stop |
| RT Channelized | - | - | None | - | - | None | - | - | None | - | - | None |
| Veh in Median Storage, # | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Grade, % | - | 0 | - | - | 0 | - | - | 0 | - | - | 0 | - |
| Peak Hour Factor | 33 | 83 | 40 | 75 | 95 | 63 | 38 | 63 | 92 | 63 | 63 | 25 |
| Heavy Vehicles, % | 0 | 2 | 0 | 0 | 1 | 0 | 0 | 0 | 0 | 0 | 0 | 0 |
| Mvmt Flow | 15 | 292 | 45 | 49 | 209 | 21 | 16 | 10 | 26 | 21 | 10 | 4 |
| Major/Minor | Major1 | Major2 | Minor1 | Minor2 | ||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Conflicting Flow All | 235 | 0 | 0 | 341 | 0 | 0 | 675 | 682 | 323 | 690 | 694 | 226 |
| Stage 1 | - | - | - | - | - | - | 349 | 349 | - | 323 | 323 | - |
| Stage 2 | - | - | - | - | - | - | 326 | 333 | - | 367 | 371 | - |
| Critical Hdwy | 4.1 | - | - | 4.1 | - | - | 7.1 | 6.5 | 6.2 | 7.1 | 6.5 | 6.2 |
| Critical Hdwy Stg 1 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Critical Hdwy Stg 2 | - | - | - | - | - | - | 6.1 | 5.5 | - | 6.1 | 5.5 | - |
| Follow-up Hdwy | 2.2 | - | - | 2.2 | - | - | 3.5 | 4 | 3.3 | 3.5 | 4 | 3.3 |
| Pot Cap-1 Maneuver | 1344 | - | - | 1229 | - | - | 371 | 375 | 723 | 362 | 369 | 818 |
| Stage 1 | - | - | - | - | - | - | 671 | 637 | - | 693 | 654 | - |
| Stage 2 | - | - | - | - | - | - | 691 | 647 | - | 657 | 623 | - |
| Mov Cap-1 Maneuver | 1338 | - | - | 1224 | - | - | 344 | 350 | 718 | 324 | 344 | 813 |
| Mov Cap-2 Maneuver | - | - | - | - | - | - | 344 | 350 | - | 324 | 344 | - |
| Stage 1 | - | - | - | - | - | - | 659 | 626 | - | 680 | 621 | - |
| Stage 2 | - | - | - | - | - | - | 645 | 614 | - | 612 | 612 | - |
| Approach | EB | WB | NB | SB |
|---|---|---|---|---|
| HCM Control Delay, s | 0.3 | 1.4 | 13.6 | 16.2 |
| HCM LOS | B | C |
| Minor Lane/Major Mvmt | NBLn1 | EBL | EBT | EBR | WBL | WBT | WBR | SBLn1 |
|---|---|---|---|---|---|---|---|---|
| Capacity (veh/h) | 470 | 1338 | - | - | 1224 | - | - | 355 |
| HCM Lane V/C Ratio | 0.109 | 0.011 | - | - | 0.04 | - | - | 0.096 |
| HCM Control Delay (s) | 13.6 | 7.7 | 0 | - | 8.1 | 0 | - | 16.2 |
| HCM Lane LOS | B | A | A | - | A | A | - | C |
| HCM 95th %tile Q(veh) | 0.4 | 0 | - | - | 0.1 | - | - | 0.3 |
Lanes, Volumes, Timings
11: Burnside Rd & Watkiss Way
11-06-2019 9 Erskine Lane TIA 4:00 pm 11-16-2018 2032 Background PM
Page 576–592
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Lane Configurations | $\uparrow$ | $\uparrow$ | $\uparrow$ | $\vec{}$ | $\uparrow$ | |||||||
| Traffic Volume (vph) | 17 | 60 | 48 | 140 | 66 | 43 | 118 | 285 | 138 | 48 | 528 | 49 |
| Future Volume (vph) | 17 | 60 | 48 | 140 | 66 | 43 | 118 | 285 | 138 | 48 | 528 | 49 |
| Ideal Flow (vphpl) | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 | 1900 |
| Lane Util. Factor | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 | 1.00 |
| Ped Bike Factor | 0.94 | 0.99 | 0.97 | 1.00 | ||||||||
| Frt | 0.937 | 0.975 | 0.850 | 0.989 | ||||||||
| Flt Protected | 0.993 | 0.976 | 0.987 | 0.995 | ||||||||
| Satd. Flow (prot) | 0 | 1652 | 0 | 0 | 1783 | 0 | 0 | 1859 | 1601 | 0 | 1850 | 0 |
| Flt Permitted | 0.944 | 0.762 | 0.704 | 0.915 | ||||||||
| Satd. Flow (perm) | 0 | 1570 | 0 | 0 | 1383 | 0 | 0 | 1326 | 1557 | 0 | 1701 | 0 |
| Right Turn on Red | Yes | Yes | Yes | Yes | ||||||||
| Satd. Flow (RTOR) | 68 | 17 | 162 | 9 | ||||||||
| Link Speed (k/h) | 48 | 48 | 48 | 48 | ||||||||
| Link Distance (m) | 82.4 | 175.2 | 109.2 | 122.0 | ||||||||
| Travel Time (s) | 6.2 | 13.1 | 8.2 | 9.2 | ||||||||
| Confl. Peds. (#/hr) | 4 | 10 | 10 | 4 | 1 | 3 | 3 | 1 | ||||
| Confl. Bikes (#/hr) | 64 | 3 | ||||||||||
| Peak Hour Factor | 0.81 | 0.94 | 0.64 | 0.91 | 0.66 | 0.75 | 0.89 | 0.80 | 0.85 | 0.64 | 0.85 | 0.79 |
| Adj. Flow (vph) | 21 | 64 | 75 | 154 | 100 | 57 | 133 | 356 | 162 | 75 | 621 | 62 |
| Lane Group Flow (vph) | 0 | 160 | 0 | 0 | 311 | 0 | 0 | 489 | 162 | 0 | 758 | 0 |
| Turn Type | Perm | NA | Perm | NA | pm+pt | NA | Perm | Perm | NA | |||
| Protected Phases | 4 | 8 | 5 | 2 | 6 | |||||||
| Permitted Phases | 4 | 8 | 2 | 2 | 6 | |||||||
| Detector Phase | 4 | 4 | 8 | 8 | 5 | 2 | 2 | 6 | 6 | |||
| Minimum Initial (s) | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | 5.0 | |||
| Minimum Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 22.5 | 22.5 | 22.5 | 22.5 | |||
| Total Split (s) | 22.5 | 22.5 | 22.5 | 22.5 | 9.5 | 42.5 | 42.5 | 33.0 | 33.0 | |||
| Total Split (%) | 34.6% | 34.6% | 34.6% | 34.6% | 14.6% | 65.4% | 65.4% | 50.8% | 50.8% | |||
| Maximum Green (s) | 18.0 | 18.0 | 18.0 | 18.0 | 5.0 | 38.0 | 38.0 | 28.5 | 28.5 | |||
| Yellow Time (s) | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | 3.5 | |||
| All-Red Time (s) | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | 1.0 | |||
| Lost Time Adjust (s) | 0.0 | 0.0 | 0.0 | 0.0 | 0.0 | |||||||
| Total Lost Time (s) | 4.5 | 4.5 | 4.5 | 4.5 | 4.5 | |||||||
| Lead/Lag | Lead | Lag | Lag | |||||||||
| Lead-Lag Optimize? | Yes | Yes | Yes | |||||||||
| Vehicle Extension (s) | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | 3.0 | |||
| Recall Mode | None | None | None | None | None | Max | Max | Max | Max | |||
| Walk Time (s) | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | 7.0 | ||||
| Flash Dont Walk (s) | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | 11.0 | ||||
| Pedestrian Calls (#/hr) | 0 | 0 | 0 | 0 | 0 | 0 | 0 | 0 | ||||
| Act Effct Green (s) | 16.3 | 16.3 | 38.1 | 38.1 | 38.1 | |||||||
| Actuated g/C Ratio | 0.26 | 0.26 | 0.60 | 0.60 | 0.60 | |||||||
| v/c Ratio | 0.35 | 0.85 | 0.61 | 0.16 | 0.74 | |||||||
| Control Delay | 13.8 | 43.6 | 12.8 | 1.6 | 15.3 | |||||||
| Total Delay | 13.8 | 43.6 | 12.8 | 1.6 | 15.3 |
| Lane Group | EBL | EBT | EBR | WBL | WBT | WBR | NBL | NBT | NBR | SBL | SBT | SBR |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| LOS | B | D | B | A | B | |||||||
| Approach Delay | 13.8 | 43.6 | 10.0 | 15.3 | ||||||||
| Approach LOS | B | D | A | B | ||||||||
| Queue Length 50th (m) | 8.5 | 32.6 | 34.3 | 0.0 | 59.8 | |||||||
| Queue Length 95th (m) | 21.8 | 38.0 | 49.9 | 5.2 | 90.2 | |||||||
| Internal Link Dist (m) | 58.4 | 151.2 | 85.2 | 98.0 | ||||||||
| Base Capacity (vph) | 494 | 405 | 796 | 999 | 1025 | |||||||
| Starvation Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Spillback Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Storage Cap Reductn | 0 | 0 | 0 | 0 | 0 | |||||||
| Reduced v/c Ratio | 0.32 | 0.77 | 0.61 | 0.16 | 0.74 |
| Intersection Summary | |
|---|---|
| Area Type: | Other |
| Cycle Length: | 65 |
| Actuated Cycle Length: | 63.4 |
| Natural Cycle: | 80 |
| Control Type: | Actuated-Uncoordinated |
| Maximum v/c Ratio: | 0.85 |
| Intersection Signal Delay: | 18.0 |
| Intersection LOS: | B |
| Intersection Capacity Utilization: | 86.8% |
| ICU Level of Service: | E |
| Analysis Period (min): | 15 |
Splits and Phases: 11: Burnside Rd & Watkiss Way
MOVEMENT SUMMARY
Site: 101 [Watkiss Way / Hospital Access / Eagle Creek Access_2032PMBG]
New Site Site Category: (None) Roundabout
Movement Performance - Vehicles
| Mov ID | Turn | Demand Flows Total veh/h | Demand Flows HV % | Deg. Satn v/c | Average Delay sec | Level of Service | 95% Back of Queue Vehicles veh | 95% Back of Queue Distance m | Prop. Queued | Effective Stop Rate | Aver. No. Cycles | Average Speed km/h |
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| South: Hospital Access | ||||||||||||
| 3 | L2 | 56 | 0.0 | 0.796 | 28.8 | LOS C | 9.5 | 72.4 | 0.88 | 1.30 | 2.09 | 40.0 |
| 8 | T1 | 105 | 0.0 | 0.796 | 28.8 | LOS C | 9.5 | 72.4 | 0.88 | 1.30 | 2.09 | 39.8 |
| 18 | R2 | 327 | 0.0 | 0.796 | 28.8 | LOS C | 9.5 | 72.4 | 0.88 | 1.30 | 2.09 | 39.0 |
| Approach | 488 | 0.0 | 0.796 | 28.8 | LOS C | 9.5 | 72.4 | 0.88 | 1.30 | 2.09 | 39.3 | |
| East: Watkiss Way | ||||||||||||
| 1 | L2 | 47 | 0.0 | 0.387 | 8.2 | LOS A | 1.8 | 14.3 | 0.40 | 0.29 | 0.40 | 51.5 |
| 6 | T1 | 258 | 4.1 | 0.387 | 8.3 | LOS A | 1.8 | 14.3 | 0.40 | 0.29 | 0.40 | 51.2 |
| 16 | R2 | 237 | 0.0 | 0.387 | 1.8 | LOS A | 1.8 | 14.3 | 0.09 | 0.06 | 0.09 | 55.2 |
| Approach | 541 | 1.9 | 0.387 | 5.5 | LOS A | 1.8 | 14.3 | 0.26 | 0.19 | 0.26 | 52.9 | |
| North: Eagle Creek Access | ||||||||||||
| 7 | L2 | 180 | 0.8 | 0.612 | 14.8 | LOS B | 5.8 | 44.3 | 0.69 | 0.87 | 1.15 | 46.4 |
| 4 | T1 | 37 | 0.0 | 0.612 | 14.7 | LOS B | 5.8 | 44.3 | 0.69 | 0.87 | 1.15 | 46.2 |
| 14 | R2 | 258 | 0.0 | 0.612 | 14.7 | LOS B | 5.8 | 44.3 | 0.69 | 0.87 | 1.15 | 45.1 |
| Approach | 475 | 0.3 | 0.612 | 14.7 | LOS B | 5.8 | 44.3 | 0.69 | 0.87 | 1.15 | 45.6 | |
| West: Watkiss Way | ||||||||||||
| 5 | L2 | 15 | 0.0 | 0.591 | 13.1 | LOS B | 5.4 | 42.1 | 0.61 | 0.66 | 0.89 | 48.6 |
| 2 | T1 | 400 | 3.1 | 0.591 | 13.2 | LOS B | 5.4 | 42.1 | 0.61 | 0.66 | 0.89 | 48.3 |
| 12 | R2 | 84 | 0.0 | 0.591 | 13.1 | LOS B | 5.4 | 42.1 | 0.61 | 0.66 | 0.89 | 47.1 |
| Approach | 499 | 2.4 | 0.591 | 13.2 | LOS B | 5.4 | 42.1 | 0.61 | 0.66 | 0.89 | 48.1 | |
| All Vehicles | 2004 | 1.2 | 0.796 | 15.3 | LOS B | 9.5 | 72.4 | 0.60 | 0.74 | 1.07 | 46.1 |
Page 576–592
Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Signalised Intersections. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 2010. HCM Delay Formula option is used. Control Delay does not include Geometric Delay since Exclude Geometric Delay option applies. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation.
Page 576–592
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Extracted from: 2020 03 10 Committee of the Whole Agenda - Agenda - Pdf