Alfred Street Baptist Church (301 Alfred Street) Supplemental Traffic Analysis Based on Comments Received at Meeting on November 16, 2016

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1 To: Cc: From: Re: Subject: Ravindra Raut City of Alexandria, VA Bob Garbacz Katye North City of Alexandria, VA Larry Sefcik Grady Vaughan, EIT Wells + Associates, Inc. (31 Alfred Street) Supplemental Traffic Analysis Based on Comments Received at Meeting on November 16, 216 Date: January 6, 217 INTRODUCTION This memorandum provides responses to comments received from the City of Alexandria staff during a meeting on Tuesday, November 16, 216 regarding the Traffic Impact Analysis (TIA) revised through September 23, 216 in support of the renovation and expansion of the Alfred Street Baptist Church. The meeting was requested by City staff to gain further clarification on certain sections of the traffic study. It was agreed that the previous submitted TIA would not need to be amended. However, City staff requested supplemental analyses to be performed under separate cover to address concerns of City staff. The parameters of the supplemental analysis are listed below: The following signalized intersections from the TIA were included in the supplemental analysis (numbering based on the TIA):. Duke Street/Henry Street 9. Duke Street/Patrick Street 1. Duke Street/Alfred Street 15. Patrick Street/Gibbon Street The peak hour factors would be set to 1. and the peak 15-minute vehicular traffic counts would be multiplied by four (4) to forecast a hypothetical surge Sunday peak hour period. The 1 percent non-auto adjustment originally assumed in the TIA would be removed from the trip generation.

2 A further explanation of the parameters and the subsequent results of the analysis are discussed below. BACKGROUND The project is located in the City of Alexandria, Virginia and is bounded by Duke Street to the north, Wolfe Street to the south, South Patrick Street to the west and South Alfred Street to the east. The subject site is currently occupied by a 43,74 SF church with an observed typical attendance of approximately 1,2 parishioners per service. Additionally, 22 affordable townhouses are located on the southern portion of the site that are currently built and occupied. The applicant proposes to raze the townhomes and redevelop and expand the existing church with approximately 232,36 gross square feet of church space (from an observed 1,2 to proposed 2,163 seats) and a structured parking garage. The proposal includes a total of 129,13 SF of net floor area (3,31 SF existing + 91,99 SF proposed). The existing 1,2 seats is a recorded attendance of a typical Sunday service, with 92 seats provided within the existing sanctuary and chapel. The number of seats included in the proposed church space consists of the proposed main sanctuary and restored main chapel with their corresponding balconies. Of the 2,163 total seats, 1,96 seats would be located in the proposed main sanctuary while 257 seats would be located in the restored chapel. Parking would be provided via a proposed two level below-grade parking garage on site (216 spaces), a two level belowgrade parking garage across South Patrick Street from the site (194 spaces), and a surface lot across of South Patrick Street (4 spots) totaling 45 spaces. A total of 34 bicycle parking spaces will be provided at grade and/or within the below grade parking garage. The church currently has services at 7:3 AM, 9:3 AM, and 11:3 AM. It is a main goal of the renovation and expansion of the church to reduce the number of services from three (3) to two (2) on Sundays. The two (2) proposed services would be spread farther apart in the morning, likely allowing the earlier service to exit the study area prior to the later services arrival, reducing the effects of church traffic on the adjacent roadway network. In an effort to provide a conservative analysis, both inbound and outbound site traffic was added to the network for total future conditions with the development within the same peak study hour. Additionally, proposed conditions include both a full sanctuary and separated chapel (2,163 total seats), with the assumption that every seat would be occupied. It is noted that the existing observed attendance would not occupy all 2,163 during any one (1) service. SITE TRIP GENERATION METHODOLOGY The TIA assumed a 1 percent non-auto adjustment that included the synergy that would occur between the proposed development and adjacent mix of uses in Old Town, the shuttle service provided to Metro, local walkable residences, and bus routes adjacent to the church. The shuttle service records, on average, approximately 37 trips per month, and runs on a 2

3 continuous loop. It is noted that the majority of trips are requested during the peak service on Sundays. A covered bicycle parking area is proposed within the new parking structure to further encourage non-auto mode share. The trip generation without 1% non-auto mode split is included as Table 1. An internal survey was conducted by Alfred Street Church on June 4, 216. The survey included the following question: What primary means of transportation do you usually use to arrive at? Approximately 91 percent of the responses were drive. The remainder of the responses were divided among the remaining non-auto options: Ride with Someone, Bike, Public Transportation, Taxi, Uber, Lyft (similar service) Walk, Other Although both the initial traffic study scoping meeting with the City and the church survey show that a significant non-auto component exists, this supplemental analysis assumes no mode split. Therefore, the results of this study should be considered conservative. A copy of the survey question, the number of responses, and response ratio is shown as Attachment I. SITE TRAFFIC DISTRIBUTIONS AND TOTAL FUTURE TRAFFIC FORECASTS The trip assignment percentages used in the most recent TIA were derived based on input from City staff, private parishioner data, and knowledge of the local roadway network. With the 1 percent non-auto factor being eliminated from the analysis, the new trips were conservatively forecasted to arrive at the new on-site, underground parking garage. Further, resident information for Church members consistent with assumptions made in the TIA was requested by City staff and is included in Attachment II. In order to conservatively analyze the peak surge period of church operations on a Sunday, City staff requested that the analysis be completed by extrapolating the peak 15-minute observed vehicular traffic counts over a forecasted study hour. The surge peak hour observed traffic counts were used as the existing traffic volumes in traffic forecasts calculated consistent with future forecasts described in detail in the previously submitted TIA. The forecasts include volumes associated with regional growth, pipeline developments, new site trips, and peak hour rerouting. Additionally, site generated traffic was doubled based on the assumption that all trips entering and exiting the site arrive and leave within a 3-minute period. The doubled site trips provide capacity analyses that assume a surge period rather than results averaged over a typical peak hour. Peak hour traffic forecasts from the previously 3

4 submitted TIA and the updated analysis provided within this addendum are included in Attachment III. Traffic forecasts used in the updated analysis are shown on Figure 1. PEAK HOUR FACTORS (PHF) In order to analyze the peak 15-minute period at study intersections, peak hour factors between.5 and.92 were used in the previously submitted TIA based on existing peak hour traffic counts. Future conditions included peak hour factors of.92 for all movements as included in the signed scoping document. It is noted that a peak hour factor of.5 was used for the site driveways to model the spike in traffic before and after services as requested previously by City staff. The surge traffic forecasts included in the updated analysis represent the peak 15-minute period at each study location. Therefore, the peak hour factors were also set to 1. for the four (4) study intersections. CAPACITY ANALYSIS Future peak hour levels of service and 5 th and 95 th percentile queues with the proposed development are summarized in Tables 2 and 3. The results for the key study intersections and analysis parameters previously described indicate the following: The surge forecasting would increase average overall delays by approximately five (5) seconds or less at any of the four (4) key study intersections when compared to the previous TIA results. All signalized study intersections would continue to operate at acceptable overall LOS D or better during Sunday peak hours. The northbound left movement at the intersection of Duke Street/S. Patrick Street degrades from LOS D to LOS F with the surge forecasting, adjusted peak hour factors, and removal of the 1 percent non-auto reduction. Additionally, the northbound queue would increase by approximately 2 feet during the peak hour surge period. Peak hour operations along S. Patrick Street degrade during the surge period of the services beginning or ending. The average overall levels of service at the intersections would continue to be acceptable during the average Sunday peak hour. 4

5 CONCLUSIONS Based on the results of the conservative supplemental analysis outlined within this addendum including update site trip generation methodology, adjustment of peak hour factors, and updated total future traffic forecasts, the following conclusions are provided: Peak 15-minute surge operations of the four (4) key study intersections minimally increase delays and queues across the roadway network when compared to the results of the previously submitted TIA. All signalized intersections would continue to operate at acceptable overall levels of service during the total future with development conditions. If you have any questions or require additional information, do not hesitate to contact Larry Sefcik at or at or Grady Vaughan at (73) or at O:\PROJECTS\61-65\633 BAPTIST CHURCH\DOCUMENTS\REPORTS\ BAPTIST CHURCH TIA ADDENDUM (W+A SUBMISSION ).DOCX 5

6 Table 1 Site Trip Generation Analysis (1) ITE Land Use AM Peak Hour PM Peak Hour Weekday Sunday Peak Hour Sunday Land Use Code Size Units In Out Total In Out Total ADT (2) In Out Total ADT Existing (2) Church 56 43,74 SF ,2 seats ,235 Townhomes DU Existing Subtotal ,341 Proposed Development Church ,36 SF ,117 2,163 seats (3) ,32 4,2 Total Proposed Site Trips , ,32 4,2 NET NEW TRIPS (Proposed vs. Existing) , ,661 Notes: (1) Traffic estimates based on Institute of Transportation Engineers (ITE) Trip Generation, Ninth Edition. (2) Existing seat count was quantified using attendence recorded during a typical Sunday service. (3) Proposed seat number includes both seats in the main sanctuary (196 seats) and overflow seating in the chapel (257 seats). 6

7 Table 2 Total Future with Development Intersection Level of Service Summary (1) Intersection Intersection Approach/ Movement Control Alfred Street Baptist Church TIA Submitted September 23, 216 Sunday Peak Hour Revised Addendum Including Removal of Non Auto Mode Split and Peak Hour Factor Adjustments Sunday Peak Hour LOS Delay (sec.) LOS Delay (sec.). Henry Street/Duke Street Signalized EBT A 6.4 A 5.9 EBR A 5.2 A 5.4 WBL A 1.4 A 1.5 WBT A.2 A.2 Overall A 2. A Patrick Street/Duke Street Signalized EBL B 17.5 B 17. WBR B 15.7 B 15.1 NBL D 3.9 F 49. NBT C 3.4 D 35.4 NBR C 3.4 D 36.6 Overall C 27.7 C Alfred Street/Duke Street Signalized EBLTR B 12.9 B 13.4 WBLTR A 1.9 A 3.2 NBLTR B 1.4 B 17.5 SBLTR C 21.7 C 21.9 Overall B 1.1 B Patrick Street/Gibbon Street Signalized WBL C 29.7 C 31.2 *HCM 21 analysis is unavailable for the existing intersection geometry at this intersection. WBLTR C 2.3 C 2.5 NBLT B 16.6 B 19. SBTR B 12.2 B 13.7 Overall B 15. B 17. Notes: (1) Capacity analysis based on Highway Capacity Manual 21 methodology, using Synchro 9.1 unless otherwise noted. 7

8 Table 3 Total Future with Development Intersection Queue Summary (1) Intersection Intersection Approach/ Storage Movement Length Control (ft) TIA Submitted September 23, 216 Sunday Peak Hour Revised Addendum Including Removal of Non Auto Mode Split and Peak Hour Factor Adjustments Sunday Peak Hour 5th 95th 5th 95th. Henry Street/Duke Street Signalized EBT 175 # #229 EBR WBL 63 m67 74 m7 WBT 9 m m119 SBLTR* Patrick Street/Duke Street Signalized EBT 9 m WBTR 132 # #549 NBLTR ~363 # Alfred Street/Duke Street Signalized EBLTR m65 m WBLTR NBLTR SBLTR Patrick Street/Gibbon Street Signalized WBL WBT NBLT #56 SBTR 399 # #561 Notes: (1) Queue length is based on the 5th and 95th percentile queues in feet as reported by Synchro, Version 9. (2) "~" 5th percentile volume exceeds capacity, queue may be longer than shown. (3) "#" 95th percentile volume exceeds capacity, queue may be longer than shown. (4) "m" Volume for 95th percentile queue is metered by upstream signal.

9 PRINCE 9 1 SITE WOLFE WILKES 15 FRANKLIN O:\PROJECTS\61-65\633 BAPTIST CHURCH\GRAPHICS\633 - GRAPHICS.DWG JCP Figure 1 "Surge" Peak Hour Traffic Forecasts City of Alexandria, Virginia Transportation Consultants INNOVATION + SOLUTIONS NORTH EXISTING "SURGE" PEAK HOUR TRAFFIC VOLUMES SUNDAY "SURGE" PEAK HOUR SITE TRIPS 22 TOTAL FUTURE "SURGE" PEAK HOUR TRAFFIC FORECASTS

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11 ATTACHMENT I

12 ATTACHMENT II ASBC Demographics 675 members total 7 don't live in District Maryland and Virginia ( DMV ) The average attendance over the entire weekend spread over four services live in the DMV area and 61% of the members that live in the DMV live in Virginia. 5% of the members that live in Virginia live in Alexandria. 25% of the members that live in the DMV live in Maryland 12% of the members that live in the DMV live in the District 13 watch services on line very week - not related to members or non-members

13 O:\PROJECTS\61-65\633 BAPTIST CHURCH\GRAPHICS\633 - GRAPHICS.DWG JCP SOUTH SOUTH FAYETTE SITE WOLFE FRANKLIN 17 SOUTH SOUTH WILKES SOUTH COLUMBUS PRINCE 5 NORTH KING CAMERON QUEEN PRINCESS GEORGE WASHINGTON MEMORIAL PARKWAY Transportation Consultants INNOVATION + SOLUTIONS Figure 6-2 Future Peak Hour Traffic Forecasts With Development (222) - Weekday City of Alexandria, Virginia AM PEAK HOUR PM PEAK HOUR / CAMERON /17 2/42 2 KING KING 35/ / /4 3 KING KING 5 KING KING GEORGE WASHINGTON MEMORIAL PARKWAY GEORGE WASHINGTON 36/57 215/9 MEMORIAL PARKWAY PRINCE PRINCE 7 PRINCE PRINCE 99/74 177/139 32/235 WOLFE GEORGE WASHINGTON MEMORIAL PARKWAY COLUMBUS GEORGE WASHINGTON 45/2 1992/764 2/2 MEMORIAL PARKWAY COLUMBUS 3/1 422/94 145/71 213/ /1544 1/19 FRANKLIN FRANKLIN COLUMBUS COLUMBUS 14/6 425/1 17/14 47/ /159 / DRIVEWAY SITE WOLFE WOLFE WOLFE 41/34 DRIVEWAY 1 /39 31/355 2/17 /6 467/12 5/11 11/19 431/167 1/2 136/ /156 SITE DRIVEWAY 2 25/7 14/242 19/26 9/2 154/32 13/19 WOLFE 43/3 7/25 5/96 16/1 416/46 4/ 51/12 326/25 2/25 32/24 291/333 1/9 13/1 157/131 19/53 44/45 14/21 1/29 1/16 6/443 3/ 24/75 43/23 2/11 13/12 394/43 6/45 2/3 33/224 13/3 17/5 343/34 13/9 CAMERON 6/12 262/626 1/24 12/59 17/14 /4 13/6 17/35 35/22 2/2 63/365 1/33 34/115 4/35 22/11 445/96 41/35 514/566 27/4 416/3 413/ /6 62/193 24/9 26/122 47/ /63 112/1647 2/1 143/ /251 11/55 KING 37/49 161/29 576/712 72/ /36 4/4 54/21 46/66 4/21 59/7 36/7 131/1392 /33 179/3523 /1 276/293 45/6 KING 212/25 43/96 9/139 17/33 16/39 /21 / 24/1 / 19/6 2/55 15/2 26/26 6/33 WOLFE 96/27 2/9 5/73 34/17 473/15 35/31 144/174 4/45 31/274 2/5 42/39 6/24 7/34 4/42 17/24 / 36/ /2 44/51 5/ ATTACHMENT III From TIA dated September 23, 216

14 O:\PROJECTS\61-65\633 BAPTIST CHURCH\GRAPHICS\633 - GRAPHICS.DWG JCP SOUTH SOUTH FAYETTE SITE WOLFE FRANKLIN 17 SOUTH SOUTH WILKES SOUTH COLUMBUS PRINCE 5 NORTH KING CAMERON QUEEN PRINCESS GEORGE WASHINGTON MEMORIAL PARKWAY Transportation Consultants INNOVATION + SOLUTIONS Figure 6-3 Future Peak Hour Traffic Forecasts With Development (222) - Sunday City of Alexandria, Virginia CAMERON KING KING KING KING 3 KING KING 5 KING KING GEORGE WASHINGTON MEMORIAL PARKWAY MEMORIAL PARKWAY PRINCE PRINCE 7 PRINCE PRINCE WOLFE WOLFE GEORGE WASHINGTON MEMORIAL PARKWAY COLUMBUS MEMORIAL PARKWAY COLUMBUS 133 FRANKLIN FRANKLIN COLUMBUS COLUMBUS DRIVEWAY SITE WOLFE WOLFE WOLFE 119 DRIVEWAY 1 WOLFE GEORGE WASHINGTON SITE DRIVEWAY CAMERON GEORGE WASHINGTON ATTACHMENT III From TIA dated September 23, 216

15 ATTACHMENT III Queues : Henry St & Duke St Total Future Sunday w/ Development 222 Lane Group EBT EBR WBL WBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (ft) Queue Length 95th (ft) # m7 m Internal Link Dist (ft) Turn Bay Length (ft) 125 Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Synchro 9 Report Wells + Associates Page 1

16 ATTACHMENT III HCM 21 Signalized Intersection Summary : Henry St & Duke St Total Future Sunday w/ Development 222 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(5%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS A A A A Approach Vol, veh/h Approach Delay, s/veh Approach LOS A A Timer Assigned Phs 4 7 Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s * 5.3 * 5.3 * 5.3 Max Green Setting (Gmax), s * 32 *.4 * 1 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 21 Ctrl Delay 2.6 HCM 21 LOS A Notes Synchro 9 Report Wells + Associates Page 3

17 ATTACHMENT III Queues 9: Patrick St & Duke St Total Future Sunday w/ Development 222 Lane Group EBT WBT NBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (ft) ~363 Queue Length 95th (ft) 151 #549 #564 Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn 5 Storage Cap Reductn Reduced v/c Ratio Intersection Summary ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Synchro 9 Report Wells + Associates Page 5

18 ATTACHMENT III HCM 21 Signalized Intersection Summary 9: Patrick St & Duke St Total Future Sunday w/ Development 222 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(5%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B B F D D Approach Vol, veh/h Approach Delay, s/veh Approach LOS B B D Timer Assigned Phs 2 4 Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s 5. * 5.2 * 5.2 Max Green Setting (Gmax), s 36. * 34 * 34 Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 21 Ctrl Delay 32.9 HCM 21 LOS C Notes Synchro 9 Report Wells + Associates Page 7

19 ATTACHMENT III Queues 1: Alfred St & Duke St Total Future Sunday w/ Development 222 Lane Group EBT WBT NBT SBT Lane Group Flow (vph) v/c Ratio Control Delay Queue Delay Total Delay Queue Length 5th (ft) Queue Length 95th (ft) m Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn 2 52 Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Synchro 9 Report Wells + Associates Page 9

20 ATTACHMENT III HCM 21 Signalized Intersection Summary 1: Alfred St & Duke St Total Future Sunday w/ Development 222 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) Future Volume (veh/h) Number Initial Q (Qb), veh Ped-Bike Adj(A_pbT) Parking Bus, Adj Adj Sat Flow, veh/h/ln Adj Flow Rate, veh/h Adj No. of Lanes Peak Hour Factor Percent Heavy Veh, % Cap, veh/h Arrive On Green Sat Flow, veh/h Grp Volume(v), veh/h Grp Sat Flow(s),veh/h/ln Q Serve(g_s), s Cycle Q Clear(g_c), s Prop In Lane Lane Grp Cap(c), veh/h V/C Ratio(X) Avail Cap(c_a), veh/h HCM Platoon Ratio Upstream Filter(I) Uniform Delay (d), s/veh Incr Delay (d2), s/veh Initial Q Delay(d3),s/veh %ile BackOfQ(5%),veh/ln LnGrp Delay(d),s/veh LnGrp LOS B A B C Approach Vol, veh/h Approach Delay, s/veh Approach LOS B A B C Timer Assigned Phs Phs Duration (G+Y+Rc), s Change Period (Y+Rc), s Max Green Setting (Gmax), s Max Q Clear Time (g_c+i1), s Green Ext Time (p_c), s Intersection Summary HCM 21 Ctrl Delay 1.2 HCM 21 LOS B Synchro 9 Report Wells + Associates Page 11

21 ATTACHMENT III Queues 15: Patrick St & Gibbon St Total Future Sunday w/ Development 222 Lane Group WBL WBT NBT SBT Lane Group Flow (vph) v/c Ratio..6dl.9.4 Control Delay Queue Delay Total Delay Queue Length 5th (ft) Queue Length 95th (ft) #56 #561 Internal Link Dist (ft) Turn Bay Length (ft) Base Capacity (vph) Starvation Cap Reductn 3 55 Spillback Cap Reductn 159 Storage Cap Reductn Reduced v/c Ratio Intersection Summary # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. dl Defacto Left Lane. Recode with 1 though lane as a left lane. Synchro 9 Report Wells + Associates Page 12

22 ATTACHMENT III HCM Signalized Intersection Capacity Analysis 15: Patrick St & Gibbon St Total Future Sunday w/ Development 222 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width Grade (%) % 2% % % Total Lost time (s) Lane Util. Factor Frpb, ped/bikes Flpb, ped/bikes Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) 5 Lane Group Flow (vph) Confl. Peds. (#/hr) Confl. Bikes (#/hr) 2 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 3% 3% 3% 3% 3% 3% Bus Blockages (#/hr) 2 Parking (#/hr) 1 Turn Type Split NA Perm NA NA Protected Phases 2 6 Permitted Phases 2 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 c v/s Ratio Perm c.52 v/c Ratio..6dl.9.4 Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C C B B Approach Delay (s) Approach LOS A C B B Intersection Summary HCM 2 Control Delay 17. HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.6 Actuated Cycle Length (s). Sum of lost time (s). Intersection Capacity Utilization 14.% ICU Level of Service G Synchro 9 Report Wells + Associates Page 13