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HCM Signalized Intersection Capacity Analysis 2035 HNTB Design Concept <br />6: Shelton & Santa Ana PM Peak Hour <br />EBL EBT EBR <br />Lane Configurations <br />I <br />T+ <br />I <br />t <br />F <br />44 <br />ft <br />F <br />Traffic Volume (vph) <br />20 <br />350 <br />85 <br />10 <br />760 <br />145 <br />15 <br />25 <br />95 <br />165 <br />30 <br />45 <br />Future Volume (vph) <br />20 <br />350 <br />85 <br />10 <br />760 <br />145 <br />15 <br />25 <br />95 <br />165 <br />30 <br />45 <br />Ideal Flow(vphpl) <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />1900 <br />Total Lost time (s) <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />Lane Util. Factor <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />Frt <br />1.00 <br />0.97 <br />1.00 <br />1.00 <br />0.85 <br />0.90 <br />1.00 <br />0.85 <br />At Protected <br />0.95 <br />1.00 <br />0.95 <br />1.00 <br />1.00 <br />0.99 <br />0.96 <br />1.00 <br />Satd. Flow (prot) <br />1770 <br />1808 <br />1770 <br />1863 <br />1583 <br />1676 <br />1787 <br />1583 <br />At Permitted <br />0.17 <br />1.00 <br />0.42 <br />1.00 <br />1.00 <br />0.96 <br />0.68 <br />1.00 <br />Satd.Flow (perm) <br />323 <br />1808 <br />788 <br />1863 <br />1583 <br />1613 <br />1266 <br />1583 <br />Peak -hour factor, PHF <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />0.92 <br />Adj. Flow (vph) <br />22 <br />380 <br />92 <br />11 <br />826 <br />158 <br />16 <br />27 <br />103 <br />179 <br />33 <br />49 <br />RTOR Reduction (vph) <br />0 <br />12 <br />0 <br />0 <br />0 <br />68 <br />0 <br />74 <br />0 <br />0 <br />0 <br />35 <br />Lane Group Flow (vph) <br />22 <br />460 <br />0 <br />11 <br />826 <br />90 <br />0 <br />72 <br />0 <br />0 <br />212 <br />14 <br />Tum Type <br />Perm <br />NA <br />Perm <br />NA <br />Perm <br />Perm <br />NA <br />Perm <br />NA <br />Perm <br />Protected Phases <br />4 <br />8 <br />2 <br />6 <br />Permitted Phases <br />4 <br />8 <br />8 <br />2 <br />6 <br />6 <br />Actuated Green, G (s) <br />40.0 <br />40.0 <br />40.0 <br />40.0 <br />40.0 <br />20.0 <br />20.0 <br />20.0 <br />Effective Green, g (s) <br />40.0 <br />40.0 <br />40.0 <br />40.0 <br />40.0 <br />20.0 <br />20.0 <br />20.0 <br />Actuated g/C Ratio <br />0.57 <br />0.57 <br />0.57 <br />0.57 <br />0.57 <br />0.29 <br />0.29 <br />0.29 <br />Clearance Time (s) <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />5.0 <br />Lane Grp Cap (vph) <br />184 <br />1033 <br />450 <br />1064 <br />904 <br />460 <br />361 <br />452 <br />v/s Ratio Prot <br />0.25 <br />c0.44 <br />v/s Ratio Perm <br />0.07 <br />0.01 <br />0.06 <br />0.04 <br />c0.17 <br />0.01 <br />v/c Ratio <br />0.12 <br />0.44 <br />0.02 <br />0.78 <br />0.10 <br />0.16 <br />0.59 <br />0.03 <br />Uniform Delay, d1 <br />6.9 <br />8.6 <br />6.5 <br />11.6 <br />6.8 <br />18.7 <br />21.5 <br />18.0 <br />Progression Factor <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />1.00 <br />Incremental Delay, d2 <br />1.3 <br />1.4 <br />0.1 <br />5.6 <br />0.2 <br />0.7 <br />6.8 <br />0.1 <br />Delay (s) <br />8.2 <br />10.0 <br />6.6 <br />17.1 <br />7.0 <br />19.4 <br />28.3 <br />18.1 <br />Level of Service <br />A <br />B <br />A <br />B <br />A <br />B <br />C <br />B <br />Approach Delay (s) <br />9.9 <br />15.4 <br />19.4 <br />26.4 <br />Approach LOS <br />A <br />B <br />B <br />C <br />Intersection Summary <br />HCM 2000 Control Delay <br />15.8 <br />HCM 2000 <br />Level of Service <br />B <br />HCM 2000 Volume to Capacity <br />ratio <br />0.71 <br />Actuated Cycle Length (s) <br />70.0 <br />Sum of lost <br />time (s) <br />10.0 <br />Intersection Capacity Utilization <br />65.7% <br />ICU <br />Level of Service <br />C <br />Analysis Period (min) <br />15 <br />c Critical Lane Group <br />7/22015 Baseline Synchro 9 Report <br />Page 4 <br />