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2009 TRAFFIC STUDIESi' -6 Ref: 5212 November 18, 2009 Mr. Alan D. Hanscom, P.E.; LSP Senior Associate BETA Group, Inc. 315 Norwood Park South Norwood, MA 02062 Re: Proposed Transfer Station Expansion Swampscott Road Salem, Massachusetts Dear Alan: 10 New England Business Center pnve Suite 314 Andover, MA 01810-1066 Office 978.474.8800 Fax 978-688-6508 Vanasse & Associates, Inc. (VAI) has completed a review of the updated trip estimates associated with the proposed increase in the operating capacity of the existing transfer station located off Swampscott Road in Salem, Massachusetts (the "Project"), from 100 tons of material per day to 400 tons per day, with a peak design capacity of up to 500 tons per day. The purpose of this review is to evaluate the net increase in trips that may be associated with the Project on a peak day (up to 500 tons of material processed) overthe existing (2007) conditions that were assessed in both the December 2007 Traffic Impact and Access Study (the "December 2007 TIAS") prepared by VAI in support of the Project and the subsequent November 9, 2009 supplemental assessment. The attached table details the updated trips by vehicle type for the existing transfer station as counted in November 2007 and for the expanded facility on a peak operational day (up to 500 tons of material processed). As can be seen the attached table, on a peak day, the Project is expected to result in 90 additional vehicle trips (45 vehicles entering and 45 vehicles exiting) over the operational day of the facility over current conditions as measured in November 2007, or 230 vehicle trips total (115 vehicles entering and 115 exiting). at Project completion. During the weekday morning peak hour on a peak day, the highest traffic volume hour for the Project, the Project is expected to result in 12 additional vehicle trips (5 vehicles entering and 7 vehicles exiting) over curment conditions as measured in November 2007, or 32 vehicle trips total (14 vehicles entering and 18 vehicles exiting) at Project completion. The updated trip estimates for the peak design condition (up to 500 tons of material processed) are 6 vehicle trips higher on a weekday than the design condition assessed in the November 9, 2009 supplemental assessment (230 vehicle trips vs: 224 vehicle trips) and are consistent with the weekday morning peak hour values assessed therein. Such increases, if any, are considered nominal and would not impact the findings or recommendations that were presented in the December 2007 TIAS or the subsequent November 9, 2009 supplemental assessment. Mr. Alan D. Hanscom, P.E., LSP November 18, 2009 Page 2 of 2 If you should have any questions regarding this review or would like to discuss our findings in more detail, please feel free to contact me. Sincerely, V J DA 8c A IA INC. irk, P.E., PTOE Vice President JSDrsd Attachment cc: BG, File a��sen s.xn,, Mnu:.nmu u� n MO*c Al Satem Transfer Station Trip Generation Matrix Trips Est Avg. Tonnage E)dstinc Peak Hour' Conditions Future Peak Conditions Peak Hour` Peak Day ..Avg.&PeakDay Dump Trucks Incoming 1.7 3 26 3 26 Outgoing 0 4 26 4 26 Cars/Pick-Up 'Trucks Incoming - C&D 0.6 3 24 3 24 Outgoing 0 6 41 6 41 Packers Incoming 15.2 _ 0 0 3_ 29 Outgoing 0 0. 0 4 29 Dump Trailers Incoming 0 1 3 3 19 Outgoing 22.7 1 3 4 19 Subtotals...................................140.......................................90 Total Vehicles (Peak Day) .......................................................230 'Peak traffic volume hour on a weekday which was found to occurr between 7:45 and 8:45 AM. Salem Transfer Station Trip Generation Matrix Trips Est. Avg. Tonnage Existing Conditions Peak Hour" Avg. & Peak Day Future Peak Conditions Peak Hour" Peak Day Dump Trucks Incoming 1.7 3 26 3 26 Outgoing 0 4 26 4 26 Cars/Pick-Up Trucks Incoming - C&D 0.6 3 24 3 24 .Incorning�.sYa�d Washes K i .2- 17 , _ ... �.t2 WM� Outgoing 0 6 41 6 41 Packers Incoming 15.2 0 0 3 29 Outgoing 0 0 0 4 29 Dump Trailers Incoming 0 1 3 3 19 Outgoing 22.7 1 3 4 19 Subtotals...................................140.......................................9 0 Total Vehicles (Peak Day).......................................................230 "Peak traffic volume hour on a weekday which was found to occurr between 7:45 and 8:45 AM. 'Transportation Engineers & Planners Al I Ref: 5212 I I I I 1 1 '1 I 1 F I November 9, 2009 Mr. Alan D. Hanscom, P.E., LSP Senior Associate BETA Group, Inc. 315 Norwood Park South Norwood, MA 02062 Re: Proposed Transfer Station Expansion Swampscott Road Salem, Massachusetts Dear Alan: 10 New England Business Center Drive Suite 314 Andover, MA 01810-1066 Office 978-474-8800 Fax 978-688-6508 Vanasse & Associates, Inc. (VAI) has completed supplemental analyses in support of the proposed expansion of the existing transfer station located off Swampscott Road in Salem, Massachusetts (the "ProjecC). The purpose of this supplemental assessment is to evaluate the potential increase in traffic volumes and associated impacts during peak days when the tonnage shipped to and from the Project site may exceed 400 tons per day, the design threshold assessed in the December 2007 Traffic Impact and Access Study (the "December 2007 TIAS") prepared by VAI in support of the Project. Specifically, VAI has assessed the impacts on the transportation infrastructure associated with a peak design condition of 500 tons per day vs. 400 tons per day as assessed in the December 2007 TIAS. Based on a review of the analyses completed as a part of this supplemental assessment, VAI has concluded that, with the implementation of the planned improvements defined in the December 2007 TIAS, sufficient capacity will be afforded on the transportation system to safely and efficiently accommodate the Project under a peak design condition of 500 tons of material processed per day. The following details our findings. The Project will entail the expansion of the existing Northside Carting Transfer Station located off Swampscott Road in Salem, Massachusetts, to increase its operating capacity from 100 tons of material per day to 400 tons per day, with a peak design capacity of up to 500 tons per day. The Project site is generally bounded by Swampscott Road to the east; commercial properties to the north and south; and areas of open and wooded space and low-lying wetland areas to the west. Access to the Project will be provided by way of two driveways: the southern driveway will be situated at the location of the existing driveway serving the site and will accommodate full access to the project; the northern driveway (proposed) will be situated approximately 200 feet south of the northern property line and will function as a one-way, exit -only facility. Mr. Alan D. Hanscom, P.E., LSP ' November 9, 2009 Page 2 of 4 1 1 1 1 1 PROJECT -GENERATED TRAFFIC As detailed in the December 2007 TIAS, the trip projections for the Project were developed based on a review of the traffic characteristics of the existing transfer station operation and information provided by Northside Carting with respect to the increased activity that will be associated with the proposed expansion project. Under the peak design condition (500 tons per day), the Project could be expected to accommodate an additional 84 vehicle trips (42 entering and 42 exiting) on an average weekday over current conditions, with 12 additional vehicle trips (5 entering and 7 exiting) during the weekday morning peak hour and 8 additional vehicle trips (4 entering and 4 exiting) during the weekday evening peak hour. The majority of these trips will be truck trips and of the same composition (type and size) as those currently servicing the facility; however, the frequency and number of truck trips will increase with the expansion of the facility. Table 1 summarizes the traffic characteristics of the Project site at present and with the completion of the proposed expansion under the peak design condition. Table 1 TRIP -GENERATION SUMMARY Existing Time Period/Direction Transfer Station' Vehicle Trips Peak Design Condition (500 tons per day)" Total Trips Average Weekday Daily 140` 84 224 Weekday Morning Peak Hour: Entering 9 5 14 Exiting 11 7 18 Total 20 12 32 Weekday Evening Peak Hour: Entering 7 4 11 Exiting 7 4 11 Total 14 8 22 'Based on driveway counts performed in November 2007 bBased on information provided by Northside Carting. `Estimated. The additional trips associated with the Project were assigned onto the roadway network based on the methodology and procedures outlined in the December 2007 TIAS. The trip assignment pattern and ---resulting-traffic-volume networks for the average -(400 -tons per day)conditionare-presented-in-the December 2007 TIAS. The trip assignment pattern and associated traffic volume networks for the peak design condition (500 tons per day) are attached hereto. ' G15212 Salem, MAU.el MW Hmo m l l0 .dm Iwo o Mr. Alan D. Hanscom, P.E., LSP November 9, 2009 Page 3 of 4 TRAFFIC OPERATIONS ANALYSIS In order to assess the potential impact on the transportation system resulting from the Project, a detailed traffic operations analysis (level -of -service, motorist delay and vehicle queuing) was performed under ' Existing, No -Build and Build conditions. In brief, six levels of service are defined for each type of facility. They are given letter designations ' ranging from A to F, with level -of -service (LOS) A representing the best operating conditions and LOS F representing congested or constrained operations. Since the level -of -service of a traffic facility is a function of the flows placed upon it, such a facility may operate at a wide range of levels of service ' depending on the time of day, day of week, or period of the year. The SynchroTm intersection capacity analysis software, which is based on the analysis methodologies and procedures presented in the 2000 Highway Capacity Manual (HCM)t for signalized and unsignalized intersections, was used to ' complete the level -of -service and vehicle queue analyses. Analysis Results 1 A summary of the results of the traffic operations analysis for 2007 Existing, 2012 No -Build and 2012 Build average design conditions (i.e., 400 tons per day) is presented in the December 2007 TIAS. Tables 2 through 4 summarize the analysis results for the 2012 Build peak design condition (i.e., 500 tons per day), with the 2007 Existing and 2012 No -Build condition analysis results as presented in the December 2007 TIAS included for reference. Changes in LOS over 2012 Build average design conditions have been shaded for reference. As can be seen in the subject tables, the additional traffic associated with the peak design condition (i.e., 500 tons per day) was not shown to result in a material change in LOS over the average design condition (i.e., 400 tons per day) that was assessed as a part of the December 2007 TIAS. Accordingly, the mitigation measures detailed in the December 2007 TIAS are also appropriate to accommodate the peak design condition as assessed herein. SUMMARY VAI has completed a supplemental assessment of the proposed expansion of the existing transfer station located off Swampscott Road in Salem, Massachusetts, with respect to traffic volumes and impacts under a peak design condition of 500 tons of material processed per day. Based on this supplemental assessment we have concluded that the projected increase in traffic over the design condition assessed in the December 2007 TIAS (400 tons per day) is nominal and can be safely and efficiently accommodated on the transportation infrastructure within the confines of the planned improvements defined in the December 2007 TIAS. 'Highway Capacity Manual, Transportation Research Board; Washington, DC; 2000. ' GAV212 S km. MAV. .\A. H.. 110 A. �, Mr. Alan D. Hanscom, P.E., LSP November 9, 2009 Page 4 of 4 If you should have any questions regarding this supplemental assessment or would like to discuss our findings in more detail, please feel free to contact me. Sincerely, VXre Jirk P.E., PTOE Vice President JSD/jsd cc: BG, File G15212 Salm, MAV. =v H m m 1109 .dm �' DIPIETRO AVENUE SWAMPSCOTT ,r 1' yjJ ROAD > SITE In 5 , h, out Total 12 107 '� cy �jP AN Transportation Engineers & Planners ft\ W2 Wa uxew W/a/Ml &1r.M r FST CWWr t 0 mm nr V& M wanft rt.....a AVENUE AVENUE SWAMPSCOTT — ROAD Project Generated Peak Hour Traffic Volumes Jd" ijP `O DIPIETRO �, AVENUE r �f SWAMPSCOTT ��G Ade ROAD SITE 'h' In „ out ,i Tolal 22 Note: Imbalances exist due to numerous curb cuts and side sheets that are not ( 1 n a Transportation Engineers & Planners R:\&M2\Sn2luld" 11/9/X= a9 Io Ru m CMW*t 0 X= Er vu M RIONU R.....e 2012 Build Peak Hour Traffic Volumes Ro°Ro �7 ✓p�10 }} ' 4BJ`� g99iS YRS J4' P 06, L6 DIPIETRO j-0 AVENUE AVENUE r t<o 00 yP ,1 SWAMPSCOTT 1' .r ROAD SITE In 14 Out to Total J2 h I '1qR` ry na— Jd" ijP `O DIPIETRO �, AVENUE r �f SWAMPSCOTT ��G Ade ROAD SITE 'h' In „ out ,i Tolal 22 Note: Imbalances exist due to numerous curb cuts and side sheets that are not ( 1 n a Transportation Engineers & Planners R:\&M2\Sn2luld" 11/9/X= a9 Io Ru m CMW*t 0 X= Er vu M RIONU R.....e 2012 Build Peak Hour Traffic Volumes Table 2 UNSIGNALIZED INTERSECTION LEVEL -OF -SERVICE AND VEHICLE QUEUE SUMMARY 'Demand in vehicles per hour. °Average control delay per vehicle (in seconds). `Level -of -Service. ' dQueue length in vehicles. NEB = northeastbound; SEB = southeastbound; NWB = northwestbound; LT = left -turning movements; TH = through movements; RT — right -turning movements 0:15M SMS M MALLMn . Hanscom Tables 11 COCOA. M M M M M= M M w M M M M M= M M= M 2007 Existing 2012 No -Build 2012 Build Queue° Queue Queue Unsignalimd Intersection/peak Hour/Movement Demand' Delay° LOS` 95d' Demand Delay LOS W Demand Delay LOS 95d' SwanWooR Road at the South She Driveway Weekday Morning: Swampscott Road SEB TH/RT 447 0.0 A 0 479 0.0 A 0 487 0.0 A 0 Swampscott Road NWB LT/fH 456 0.2 A 0 489 0.1 A 0 490 0.2 A 0 South Site Driveway NEB LT/RT 11 13.3 B 0 11 13.9 B 0 9 19.3 'C 0 Weekday Evening: Swampscott Road SEB TH/RT 614 0.0 A 0 669 0.0 A 0 675 0.0 A 0 Swampscott Road NWB LT/fH 382 0.2 A 0 431 0.2 A 0 432 0.2 A 0 South Site Driveway NEB LT/RT 7 15.1 C 0 7 16.4 C 0 5 22.5 C 0 Swampscott Road at the North Site Driveway Weekday Moming: Swampscott Road SEB TH/RT -- •- — -- •- — — — 483 0.0 A 0 Swampscott Road NWB LT/ H — — -- •• -- — -- — 488 0.0 A 0 North Site Driveway NEB LT/RT -- — — -- — -- •- — 9 20.5 C 0 Weekday Evening: Swampscott Road SEB TH/RT — — -- -- -- — — — 672 0.0 A 0 Swampscott Road NWB LT/ H — — -• •• -- — — -- 428 0.0 A 0 North Site Driveway NEB LT/RT — — — -- — — — -- 6 23.7 C 0 'Demand in vehicles per hour. °Average control delay per vehicle (in seconds). `Level -of -Service. ' dQueue length in vehicles. NEB = northeastbound; SEB = southeastbound; NWB = northwestbound; LT = left -turning movements; TH = through movements; RT — right -turning movements 0:15M SMS M MALLMn . Hanscom Tables 11 COCOA. M M M M M= M M w M M M M M= M M= M Table 3 SIGNALIZED INTERSECTION LEVEL -OF -SERVICE AND VEHICLE QUEUE SUMMARY See notes at end of table. G U2125elem MALL..M. H... Tebin 11a9a9.da 2007 Existing 2012 No -Build 2012 Build Queued Queue Queue Signalized Intersection/Peak Hour/Movement V/C° Delayp LOS` 50'"/95" V/C Delay LOS 501°/95" V/C Delay LOS SOdIW Highland Avenue at Marlborough Road and Traders Way Weekday Morning: Marlborough Road SEB LTITH 0.86 72.5 E 10/15 1.02 >80.0 F 9/16 1.02 >80.0 F 9/16 Marlborough Road SEB RT 0.57 27.7 C 9/14 0.59 18.4 B 7/12 0.59 18.4 B 7/12 Traders Way NWB LT 0.54 55.9 E 3/6 0.56 43.8 D 3/5 0.56 43.8 D 3/5 Traders Way NWB LTITH 1.41 >80.0 F 1520 1.48 >80.0 F 12/17 1.48 >80.0 F l2/17 Traders Way NWB RT 0.05 0.1 A 0/0 0.05 0.1 A 0/0 0.05 0.1 A 0/0 Highland Avenue NEB LT 1.20 >80.0 F 22/31 1.10 >80.0 F 16/7` 1.10 >80.0 F 16/70 Highland Avenue NEB TH - - •• -- 0.58 8.2 A 4/3` 0.58 8.3 A 4/3d Highland Avenue NEB TH/RT 0.92 54.7 D 1823 - •- - -- .. -- _ _ Highland Avenue NEB RT -- - -- -- 0.14 2.7 A 0/0` 0.14 2.7 A 0/0` Highland Avenue SWB LT 0.20 41.3 D 2/4 0.76 69.4 E 2/5 0.76 69.4 E 2/5 Highland Avenue SWB TH 0.65 39.0 D 12/14 1.02 74.2 E 11/15 1.02 75.2 E 12/15 Highland Avenue SWB RT 0.11 30.8 C 12 0.12 31.2 C 02 0.12 31.2 C 02 Overall 1.05 78.3 E - 1.12 63.9 E - 1.12 64.1 E - Weekday Evening: Marlborough Road SEB LTITH 0.98 >80.0 F 1221 1.33 >80.0 F 1624 1.33 >80.0 F 16/24 Marlborough Road SEB RT 0.76 32.8 C 1623 0.81 29.2 C 1522 0.81 29.2 C 1522 Traders Way NWB LT 1.11 >80.0 F 9/16 1.10 >80.0 F 8/14 1.10 >80.0 F 8/14 Traders Way NWB LT/TH 1.06 >80.0 F 9/16 1.09 >80.0 F 9/15 1.09 >80.0 F 9/15 Traders Way NWB RT 0.06 0.1 A 0/0 0.07 0.1 A 0/0 0.07 0.1 A 0/0 Highland Avenue NEB LT 1.13 >80.0 F 1929 1.13 >80.0 F 1920` 1.13 >80.0 F 1920` Highland Avenue NEB TH -- - - - 0.51 20.4 C 10/10` 0.51 20.3 C 10/10° Highland Avenue NEB TH/RT 0.88 51.6 D 16/19 - - - - -- - - - Highland Avenue NEB RT -- - -- - 0.18 65.6 E 32` 0.18 65.5 E 320 Highland Avenue SWB LT 0.32 43.4 D 4/7 0.87 >80.0 F 4/9 0.87 >80.0 F 4/9 Highland Avenue SWB TH 0.82 46.6 D 15/18 1.19 >80.0 F - 1823 1.20 >80.0 F 18/24 Highland Avenue SWB RT 0.24 34.0 C 2/4 0.36 37.9 D 2/6 0.36 37.9 D 2/6 Overall 1.00 68.0 E - 1.19 >80.0 F - 1.19 >80.0 F - See notes at end of table. G U2125elem MALL..M. H... Tebin 11a9a9.da Table 3 (Continued) SIGNALIZED INTERSECTION LEVEL -OF -SERVICE AND VEHICLE QUEUE SUMMARY ,volume -to -capacity ratio. °Control (signal) delay per vehicle in seconds. `Level -of -Service. dQueue length in vehicles. `95th percentile queue is metered by upstream signal. NEB = northeastbound; SEB = southeastbound; NWB = northwestbound; SWB - southwestbound; LT = left -turning movements; TH = through movements; RT = right -turning movements. G15212 Salem, MAU a ersA. Nanrcom T&[l l ]a .dm M M M M M M i M M M M M M M M M M M M • 2007 Existing 2012 No -Build 2012 Build Queue' Queue Queue Signalized Intersection/Peak Hour/Movement V/C' Delay° LOS` 50"/95" V/C Delay LOS W/951° V/C Delay LOS 50'"/95'" NlghlandAvenue at Swampscou Road and DiPielro Avenue Weekday Morning: DiPietro Avenue WB LT/RT 0.01 50.0 D 0/0 0.01 48.5 D 0/0 0.01 48.5 D 0/0 Swampscott Road NWB LT 0.44 33.3 C 4/7 0.49 33.1 C 4/7 0.51 33.3 C 4/7 Swampscott Road NWB RT 0.91 62.8 E 8/16 0.98 78.7 E 10/17 0.99 >80.0 F 10/17 Highland Avenue NEB TH 1.26 >80.0 F 21/31 1.33 >80.0 F 24/30 1.33 >80.0 F- 24/30 Highland Avenue NEB RT 0.18 27.6 C 1/3 0.18 26.5 C 1/3 0.18 26.6 C 1/3 Highland Avenue SWB LT 0.95 71.1 E 9/18 0.91 39.1 D 7/15e 0.92 39.6 D 7/15e Highland Avenue SWB TH 0.44 12.7 B 6/10 0.46 7.5 A 2/12` 0.46 7.5 A 2/12` Overall 1.03 >90.0 F - 1.07 >80.0 F - 1.08 >80.0 F -- Weekday Evening: DiPietro Avenue WB LT/RT 0.19 54.5 D 0/1 0.28 59.2 E 0/1 0.28 59.2 E 0/1 Swampscott Road NWB LT 0.36 34.3 C 3/6 0.58 43.7 D 5/7 0.61 44.7 D 5/7 Swampscott Road NWB RT 0.99 >80.0 F 10/19 1.48 >80.0 F 17/22 1.50 >80.0 F 1823 Highland Avenue NEB TH 1.03 75.1 E 15/27 0.96 51.3 D 17/24 0.96 51.8 D 17/24 Highland Avenue NEB RT 0.18 28.4 C 1/4 0.16 24.0 C 1/3 0.17 24.1 C 1/3 Highland Avenue SWB LT 0.90 60.1 E 10/17 0.86 49.5 D I1/11` 0.86 49.4 D 11/11` Highland Avenue SWB TH 0.58 13.7 B 9/14 0.57 6.0 A 6/6` 0.57 6.0 A 6/6` Overall 097 47.8 D - 1.03 57.6 E - 1.03 58.S E - ,volume -to -capacity ratio. °Control (signal) delay per vehicle in seconds. `Level -of -Service. dQueue length in vehicles. `95th percentile queue is metered by upstream signal. NEB = northeastbound; SEB = southeastbound; NWB = northwestbound; SWB - southwestbound; LT = left -turning movements; TH = through movements; RT = right -turning movements. G15212 Salem, MAU a ersA. Nanrcom T&[l l ]a .dm M M M M M M i M M M M M M M M M M M M Table 4 MITIGATED SIGNALIZED INTERSECTION LEVEL -OF -SERVICE AND VEHICLE QUEUE SUMMARY Signalized Intersection/Peak Hour/Movement Highland Avenue at Marlborough Road and Traders Way Weekday Morning: Marlborough Road SEB LT/TH Marlborough Road SEB RT Traders Way NWB LT Traders Way NWB LTlfH Traders Way NWB RT Highland Avenue NEB LT Highland Avenue NEB TH Highland Avenue NEB TH/RT Highland Avenue NEB RT Highland Avenue SWB LT Highland Avenue SWB TH Highland Avenue SWB RT Overall Weekday Evening: Marlborough Road SEB LT/TH Marlborough Road SEB P.T Traders Way NWB LT Traders Way NWB LT/TH Traders Way NWB RT Highland Avenue NEB LT Highland Avenue NEB TH Highland Avenue NEB TH/RT Highland Avenue NEB RT Highland Avenue SWB LT Highland Avenue SWB TH Highland Avenue SWB RT Overall See notes at end of table. G:U212 Selene MAU. uae 11ansaom Tables_] 10909.doc 2012 No -Build 2012 Build 2012 Build with Mitigation Queued Queue Queue V/Ca Delay, LOS` 50'"/95'" Vic Delay LOS 5&195, V/C Delay LOS 50'"/95" 1.02 >80.0 F 9/16 1.02 >80.0 F 9/16 1.12 >80.0 F 11/18 0.59 18.4 B - 7/12 0.59 18.4 B 7/12 0.58 21.7 C 7/12 0.56 43.8 D 3/5 0.56 43.8 D 3/5 0.44 42.6 D 3/5 1.48 >80.0 F 12/17 1.48 >80.0 F 12/17 1.15 >80.0 F 11/16 0.05 0.1 A 0/0 0.05 0.1 A 0/0 0.05 0.1 A - 0/0 1.10 >80.0 F 16/7' 1.10 >80.0 F 16/7` 1.13 >80.0 F 18/174 0.58 8.2 A 4/3' 0.58 8.3 A 4/3' 0.59 9.1 A 8/9' 0.14 2.7 A 0/0' 0.14 2.7 A 0/0' 0.14 15.9 B 1/1' 0.76 69.4 E 2/5 0.76 69.4 E 2/5 0.68 61.0 E 3/4 1.02 74.2 E 11/15 1.02 75.2 E 12/15 0.99 71.3 E 12/16 0.12 31.2 C 0/2 0.12 31.2 C 0/2 0.15 34.1 C 1/3 1.12 63.9 E - 1.12 64.1 E - 1.09 58.1 E - 1.33 >80.0 F 16/24 1.33 >80.0 F 16/24 1.20 >80.0 F 1624 0.81 29.2 C 1522 0.81 29.2 C 1522 0.83 33.4 C 1725 1.10 >80.0 F 8/14 1.10 >80.0 F 8/14 1.20 >80.0 F 9/16 1.09 >80.0 F 9/15 1.09 >80.0 F 9/15 1.19 >80.0 F 10/17 0.07 0.1 A 0/0 0.07 0.1 A 0/0 0.07 0.1 A 0/0 1.13 >80.0 F 1920' 1.13 >80.0 F 1920' 1.24 >80.0 F 2225' 0.51 20.4 C 10/IO' 0.51 20.3 C 10/10' 0.53 11.7 B 9/10' 0.18 65.6 E 3/3' 0.18 65.5 E 3/3' 0.18 34.1 C 2/3' 0.87 >80.0 F 4/9 0.87 >80.0 F 4/9 0.70 60.7 E 4/7 1.19 >80.0 F 1823 1.20 >80.0 F 1824 1.06 >80.0 F 1824 0.36 37.9 D 2/6 0.36 37.9 D 2/6 0.35 38.0 D 2/6 1.19 >80.0 F - 1.19 >80.0 F - 1.17 >80.0 F - Table 4 (Continued) MITIGATED SIGNALIZED INTERSECTION LEVEL -OF -SERVICE AND VEHICLE QUEUE SUMMARY Signalized Intersection/Peak Hour/Movement Highland Avenue at S wampscorr Road and DlPierro Avenue Weekday Morning: DiPietro Avenue WB LT/RT Swampscott Road NWB LT Swampscott Road NWB RT Highland Avenue NEB TH Highland Avenue NEB RT Highland Avenue SWB LT Highland Avenue SWB TH Overall Weekday Evening: DiPietro Avenue WB LT/RT Swampscott Road NWB LT Swampscott Road NWB RT Highland Avenue NEB TH Highland Avenue NEB RT Highland Avenue SWB LT Highland Avenue SWB TH Overall 2012 No -Build 2012 Build 2012 Build with Mitigation Queued Queue Queue V/C' Delayb LOS` SOd/W V/C Delay LOS 50"/W V/C Delay LOS 501°/95" 0.01 48.5 D 0/0 0.01 48.5 D 0/0 0.01 53.5 D 0/0 0.49 33.1 C 4/7 0.51 33.3 C 4/7 0.93 76.4 E 8/15 0.98 78.7 E 10/17 0.99 >80.0 .F-- 10/17 0.90 69.4 E 8/14 1.33 >80.0 F 24/30 1.33 >80.0 F 24/30 1.16 >80.0 F 25/30 0.18 26.5 C 1/3 0.18 26.6 C 1/3 0.17 25.5 C 1/3 0.91 39.1 D 7/15` 0.92 39.6 D 7/15` 0.87 32.2 C 5/154 0.46 7.5 A 2/12` 0.46 7.5 A 2/12` 0.43 5.5 A 2/7` 1.07 >80.0 F - 1.08 >80.0 F -- 0.99 65.1 E - 0.28 59.2 E 0/1 0.28 59.2 E 0/1 0.28 64.2 E 0/1 0.58 43.7 D 5/7 0.61 44.7 D 5!7 0.93 80.0 E 10/15 1.48 >80.0 F 17/22 1.50 >80.0 F 1823 0.96 >90.0 F 10/15 0.96 51.3 D 1724 0.96 51.8 D 1724 0.99 61.9 E 2026 0.16 24.0 C 1/3 0.17 24.1 C 1/3 0.18 27.3 C 1/4 0.86 49.5 D 11/1V 0.86 49.4 D 11/114 0.85 30.9 C 8/13e 0.57 6.0 A 6/6` 0.57 6.0 A 6/60 0.57 6.8 A 4/15` 1.03 57.6 E - 1.03 58.5 E - 0.93 40.2 D - -vomme-mo capacity ratio. bControl (signal) delay per vehicle in seconds. `Level -of -Service. dQueue length in vehicles. =95th percentile queue is metered by upstream signal. NEB = northeastbound; SEB = southeastbound; NWB = northwestbound; SWB = southwestbound; LT = left -turning movements; TH = through movements; RT = right -turning movements. QM12 adlem MAWbluxb H mTbblv_11a .dm M = = M = M M M M M M M M 1 Transfer Station Expansion MAS/BG Synchro 7 - Report S:IJobs15212Vanalysis1r12AMBD.syn HCM Signalized Intersection Capacity Analysis 2012 Build Weekday Morning Peak Hour ' 3: Marlborough Road & Highland Avenue 11/912009 �-* y fir. R J %� ia1 1� ►c. Lane Configurations 4t►� tt f I ?? r Votume(vph) 172 1,16 463. 99 245 62` 513 ;846 20% 70 699 144 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 ' Carie'Width 12 12 12 11. 12 12 12 '12 12" 12 12- ',10 Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane Util. Factor 1:00 1.00 0.95 0i95 1.00 1.00 0:95 1.00` 100 0 95' 1:00 Fri 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 100 100 0.85 FltProtected 0.97 1.00 .0.95 1,00 .1.00 0.951:00 1.00 095 . 100 1.00 Satd. Flow (prot) 1819 1553 1625 1766 1583 1787 3505 1568 1671 3471 1478 FIt:Perrited 0:97 1.0.6 .0.95 1:00 1i X0 095 1:00 1A0` 095 f00 1QU ' Satd. Flow (perm) 1819 1553 1625 1766 1583 1787 3505 1568 1671 3471 1478 Peakhourfactor;;PHF .: .'0.91 0:91 0;91 0.81. `0.81 641'. "0.93 0:93 '0;93i` 086 086 0;86 ' Adj. Flow (vph) 87QR Reductiogt(vph) ; . 189 0 127 0 509 53 122 0 302 0 77 0, 552 0 910 0. 224 124E 81 012¢ 813 0 167 Lane Group Flow (vph) 0 316 457 110 314 77 552 910 100 81 813 41 Heavy. Vehicles(%6j '. 1% 2% 4% 2% 29k 42%: 1% 3% Tum Type Split pt+ov Split Free Prot Prot Prot Prot ' Protected Phms. 4 4 41 3 3 t 6. :6 . 5 .: , 2 , 2 Permitted Phases Free Actuated Gregn'; G:(s) 17.0 50.0 12.0 12.0 100.0 ;- 28 0 q4 6 44.6 ` 6 4 23 0 23;0 Effective Green, g (s) 17.6 50.0 12.0 12.0 160.0 28.0 44.6 44.6 6 4 23.0 23.0 Achiated gIC Ratio: 0:17 0:60 0.12 0.;12 tQ0,, 0 28 , (1:45 0.45 ; 0 0Q - 0 2& Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension("p- .... 2'.0 2.0 .: 2:0 2.0 -1'O , 3 0;:: 2.0 ' Lane Grp Cap(vph) 309 777 195 212 1583 500 1563 699 107 798 340 vls3Ratio Prot 60:17. 029 0.07 " &18 . 60:31 0:26• " 0.06, : 666, : >c0 23 .. "0:03 vis Ratio Perm 41CRatio 1.02 0.59 0.56 1;48 0.05 0:05' 110, .=0:58 0.14, 076 "1'02 0'12 Uniform Delay, dl 41.5 17.7 41.5 44.0 0.0 36.0 20.7 16.4 46.0 38.5 30.5 P.rogjessionFaetor 1.00. 1.00 1.00 1:00 1.00: 095 ; ;0:39 '0:16 i; 100' A;00' 1.Q0 Incremental Delay, d2 57.1 0.7 2.2 240.1 0.1 50.0 0.1 0.0 23.3 36.7 0.7 ' Delay,-('"), 986 10.4' . 43.8 284:1 0;1:' 843 .,:i3:3 2.7 , ,69:4 `: 152 31:2 Level of Service F B D F A F A A E E C ' Approach Delay (s) Approach LOS 49:1. D 187:7 F 32A C E ReFsec o05. OJ.a, . ' y :• . :. y HCM Average Control Delay 64.1 HCM Level of Service E HCM Volume to Capacity ratio 1.12 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 20.0 Intersection Capacity;Utilization 92.9% ICU Level of Service F: Analysis Period (min) 15 ' c` Crifical Lane Group: 1 Transfer Station Expansion MAS/BG Synchro 7 - Report S:IJobs15212Vanalysis1r12AMBD.syn Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs152121AnalysisV12AMBD.syn Queues 2012 Build Weekday Morning Peak Hour 3: Marlborough Road & Highland Avenue 111912009 yI R r Lane Group Flow (vph) 316 509 110 314 77 552 910 224 81 813 167 v/6 Raho_ 1.02 0.61 0.56 1.48 0.05 1.10 . 0.57 0.27 0:64 1.02- - 0:36 Control Delay 99.5 17.8 53.6 273.5 0.1 84.0 8.4 0.5 68.0 75.7 Ti Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0:0 0.0 0.0 0:0 0.0 Total Delay 99.5 17.8 53.6 273.5 0.1 84.0 8.4 0.5 68.0 75.7 7.8 ' Queue Length 50th (ft) -210 197 70 -292 0 -383 97 0 P51 -282 2 Queue Length 95th (ft) #383 286 115 #407 0 m172 m68 m0 #106 680 47 Internal Unk Dist'(ft), 354 459 821 275 Tum Bay Length (ft) 70 200 200 225 200 200 200 Base:.Cap acity (vph) .. 309 . 8.29 195 ' 212 1583 500. 1600, 838 134' 798. 466 Starvation Cap Reductn 0 0 0 0 0 0 0 0 6 0 0 Spilltiack Cap Reducth 0. 0 0 '0 0 0 0 0 0 0' :; A... ' Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 1 Reduced vlp Ratio;; � " ,1.02 0:61 0.55 48 0;05 1.16 0.57 0:27 0,60;,; 102„ -;0,36 ne = Volume exceac e ds ca p ty, queue is theoretically infinite: Queue shown is maximum after two cycles # 95th percentile volume exceeds Icapacityueue may pe longer:. Queue shown is maximum after two cycles. i ..,_ m -:Volume for95th perceiitile queue is hip ered by upstream signal. ` Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs152121AnalysisV12AMBD.syn 1 Ri'' �"rr 3,E✓^an' Ciix d. ,.;+ �■ Timings 2012 Build Weekday Morning Peak Hour 3: Marlborough Road & Highland Avenue 111912009 ►� y� l R J %� �l 1� R� Lane Configurations $ ►) .j ►1 tit r Tt rr Volume (vph) , ". 116 463 99 245 62 513. 846. . 208 70:' 669 :'144 Tum Type pt+ov Split Free Prot Prot Prot Prot ' Protected Phases 4 41 3 3 Permitted Phases Free Defector Phase 4 41 3. 3 1 6 ' Switch Phase Minimum lnitaljs) 6.0 6.0 6.0 6:0" • 6.0 6.0 6:0' 6.0 6.0 ' Minimum Split (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 total 801it-(s) 22:0 WO, 17.0" ". 17:01 0..0 33:0 48.0 48 0 13:0, 28 0 - =28:0- ' Total Split (°%) 22.0% 55.0% 17.0% 17.0% 0.0% 33.0% 48.0% 48.0°% 13.0°% 28.0% 28.0% Yellow Tme,(s)! U. 4.0 4:0 4;0: 4.0 4.0. 4.0 4.01 ;: t4:0 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 0:0 0.0 0.0 b.bOA 0.0, :•0.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Leadllag Lead LagLag:.Lead.° Lag, • 'La9 Lead -Lag Optimize? ' Recall Mode , None None None None . C-MinC-.Min; None' r Chin C*h Act Effct Green (s) 17.0 50.0 12.0 12.0 100.0 28.0 45.6 49 6 7.6 23.0 23.0 Actuated gIC Ratio 017 0:50 0.12 0.12 1.00 0.28 : 0 46 0:46 0 08 s 0 23 0 23 ' v/c Ratio 1.02 0.61 0.56 148 0.05 1.10 0.57 0.27 064 102 0.36 Control Delay . 99:5 17.8' 53.6 `273 5 " . 01 84.0; 8 4 05 68 0 :: 75 7 9 8- Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total, Delay: 995 1T8 .53.6. 273.5,. 0.1 84.0 8.4• 05 ;68.0 ` 75T °-78 ' LOS F B D F A F A A E E A Approach Delay . 491: 183.2 Approach LOS D F C E ' e& MEMO (Y Cycle Length 100 Actuated Cycle Length 100 ' ' Offset: 0(0%), Referenced to phase 2:SWT and 6:NET, Startof Yellow, Master Intersection Natural Cycle 140 Control Type: Actuated -Coordinated ' Maximum v c R611o:148 Intersection Signal Delay 62.5 Intersection LOS: E Intersection Capacity Utilr[a6on 92.9% ICU Level of Sentice:F. 1 Analysis Period (min)15 Splits and Phases: 3: Madborouch Road & Hichland Avenue Transfer Station Expansion Synchro 7 - Report MASIBG S:Uobs15212tAnalysisV12AMBD.syn Ri'' �"rr 3,E✓^an' Ciix d. ,.;+ �■ Transfer Station Expansion Synchro 7 - Report MASIBG S:Uobs15212tAnalysisV12AMBD.syn HCM Signalized Intersection Capacity Analysis 2012 Build Weekday Evening Peak Hour 504 3: Marlborough Road & Highland Prot Avenue Perm Prot vis Ratio Prot Prot Protected Phases' 4 4 111912009 3 3' 0.08 1 6 • v/s Ratio Perm 5-; "; 2' . .2 Permitted Phases 0.08 Free v/cRatio 1.33 6 11;10t 1.09 ' 0.07 • : 1 13. , 0(51 Actuatetl Green G(s) - f9i0 55:0. Lane Configurations 14:0 110.0= 31.0 ' :472' 47.2: r 26.0` ft ir aj Tf r 14.0 Volume0ph) 156 248 632 231 201 99: 525 716 259 129 0:13 1:00' 0.28 Ideal Flow (vphpl) 1900 1900 1900 1900 1906 1900 1900 1900 1900 1900 1900 1900 5.0 Lane Width .. 12 12 12 11 12 12 12 12 - 12 12- . 12 ''10 ' Total Lost time (s) 5.0 5.0 5.0 5.0 4.6 5.0 5.0 5.0 5.0 5.0 5.0 j Lane Util. Factor 1;00 1:00 0.95 0.95 1.00 1.00 0.95 1:00 , 1.00. '0 95 1.00 HCM Level of Service Fri 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 106 0.85 Fit Protected. 0.98 1:00 0.95 110.0 0:99 1.00 0.95 1.00 1.00' 0.95 j.00 . 1-:00 Said. Flow (prot) ICU Level of Service 1846 1599 1641 1778 1599 1787 3539 1599 1752 3539 1492 Fit Permitted 0:98 1.00 0.95 0.99 1.00.' 0.95 1.00 ' 1;00., 0.95 ` 1:00 ' 1.00 Said. Flow (perm) 1846 1599 1641 1778 1599 1787 3539 1599 1752 3539 1492 , 0eak+hour66t6r;`PHF 0:95 0.95 0.95 0.91 0.91 0.91 0.92 0:92 0.92 0.95 0.95 -0.95 i Adj. Flow (vph) 164 261 665 254 221 109 571 778 282 136 1000 288 RTORReductiori,(vph) 0 0 15 0 0 0 0 0. 161 .0.; 0 161 ' Lane Group Flow (vph) 0 425 651 229 246 109 571 778 121 136 1000 127 HeMVehicles l%) 1°/u 1% 1% 1% 16/6 1% 1%. , .:2% 1% 3°h ..:2°k 1:% Tum Type Split pt+ov Split 504 Free Prot 156 Perm Prot vis Ratio Prot Prot Protected Phases' 4 4 4'1' 3 3' 0.08 1 6 • v/s Ratio Perm 5-; "; 2' . .2 Permitted Phases 0.08 Free v/cRatio 1.33 6 11;10t 1.09 ' 0.07 • : 1 13. , 0(51 Actuatetl Green G(s) - f9i0 55:0. 14:0 14:0 110.0= 31.0 ' :472' 47.2: 9.8 -`.. 26.0` 2610 Effective Green, g (s) 19.0 55.0 14.0 14.0 110.0 31.0 47.2 47.2 9.8 26.0 26.0 Actuated gIC Ratio' .. 0,.11 0:50' 6.13 0:13 1:00' 0.28 0:43 ' 0:43 ' 0.09 A:24 - x0:24 Clearance Time (s) 5.0 92.2 5.0 5.0 86.2 5.0 5.0 5.0 5.0 5.0 5.0 Vetiide Extension(s)' :' 2:0 E 2i0 2:0. D 2 0 ';'3.0 3:0 2.0 . _"3.0 - .. 3'0 Lane Grp Cap(vph) 319 800 209 226 1599 504 1519 686 156 836 353 vis Ratio Prot c0:23 0:41 c0.14 0?14 &32 .0. 22.: 0.08 ', c0:28 , Oi09 v/s Ratio Perm 0.07 0.08 v/cRatio 1.33 x0:81 11;10t 1.09 ' 0.07 • : 1 13. , 0(51 .0:18`; 0.87 „;-4 20 .0:36 Uniform Delay, dl 45.5 23.2 48.0 48.0 0.0 39.5 23.0 19.4 49.5 42.0 35.1 Progression Factor. 1;:00 1,00:. 4.00 1:00 1;00... 0 75 -. M 3.37: ,100 -.';100" 1;00 Incremental Delay, d2 169.5 6.0 90.2 85.5 0.1 62.4 0.1 0.1 36.7 99.9 2.8 Delay (s), 215;0 29.2 1382: 133:5 0.1.. 92.2 `:20 3 65:4: 86.2 „141.9 ;.37;9 Level of Service F C F F A F C E F F D Approach Delay (s) 101:6 110.4 53.3 Approach LOS F F D F "-. HCM Average Control Delay 90.2 HCM Level of Service F HCM Volume to'Capaaty ratio 1.19 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 105.4% ICU Level of Service G . . Analysis Period (min) 15 c`. Critical Lane' Group' Transfer Station Expansion Synchro 7 - Report ' MAS/BG S:Wobs15212WalysisV12PMBD.syn I Queues 2012 Build Weekday Evening Peak Hour ' 3: Marlborough Road & Highland Avenue 111912009 1 1 1 1 I e rou T t�l�, B Nle E IN,1- Lane Group Flow (vph) 425 665 229 246 109 571 778 282 136 1000 288 vIc Rafio. , : -; 1:33 0182 _ 1.10 1.09 0:07 1-13: -0 51, 0:33- 08 . , < 1.20 A:56 ` Control Delay 206.5 32.1 135.6 131.1 0.1 92.6 20.6 8.2 94.2 137.5 15.3 Queue Delay 0.0. 0.0. 0'P' 0.0 0:0 0.6 0.0' ; .0:0 0.0:'' 0.0 : '00 ' Total Delay 206.5 32.1 135.6 131.1 0.1 92.6 20.6 8.2 94.2 137.5 15.3 Queue Length.50th (ft) -391 369 -193 -206 0 -467 234 79 96 -451 44 Queue Length 95th (ft) #586 #551 #355 #374 0 m#485 m239 m69 #208 #581 131 IntemaIIink DO (ft) 354 459 821 275 , Tum Bay Length (ft) 70 200 200 225 P00 200 200 BaselCapadty(vpli)� 319 814" 209' 226 1599 504`:: 1517 .:847 159 836 5.14 Starvation Cap Reducm 0 00 0 0 0 0 0 0 0 0 $pillbackCap,Reductn 0 0 0` 0 0 6' 0 '= %0 0' '. 0 :' 0 `...: Storage Cap Reductn 0 0 0 0 0 6 0 0 0 0 0 Reduced ylc Ratio', ,, , 1.33 0.82 1.10 1.09 0.07 1.13., :0.5I 0:33 0.86:; 120 ' 0:56 Volume exceeds capacity; queue is theoiefically<infinite. Queue shown is maximum after two cycles. # 956perceable'volume exceeds capacity, queue maybe longer. Queue shown is maximum after two cycles. m Volume for95th percentihi queue is metered.by upstream signal. Transfer Stafion Expansion Synchro 7 - Report MASIBG S:1Jobs152121Analysis1r12PMBD.syn Timings 2012 Build Weekday Evening Peak Hour 3: Marlborough Road & Highland Avenue 111912009 LapeG4 a SE3. ' SE 4'1���1-�Vf�,JJ4J;�'� NEL ,NEST+ 'E ANY �tS "� �S Lane Configurations 4 r 4 r ►) ff r I ff r Volume (vo) 248, 632 231 201 99, 525 716 259 - 429 950 274 Turn Type pt+ov Split Free Prot Perm Prot Prot Protected Phases; 4 41 3 3 ol 6 5 2 2 Permitted Phases Free 6 Detector Phase 4 41 3 3 1 6 .6 5 2 2 Switch Phase Minimum Initial (s). 6.0' 6.0 6.0 6.0 6.0 6:0 `- 6.0 6.0 6.0 Minimum Split (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Total Split (s) 24:0. 60;0 19:0 19.0 0.0 36:0 52.0 52:0, 15.0 31.0 31.0 Total Split (%) 21.8% 54.5% 17.3% 17.3% 0.0% 32.7% 47.3% 47.3% 13.6% 28.2% 28.2% Yellow Time (s) 4.0 4.0 4.0 4.0 4:0 4.0 4.0 4.0 4.0. 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 0:0 . 0.0 0:0: ..0:0 0.0 - ok Total Lost Time (s) 5.0 5.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Leadllagt Lead<>;' Lag 'Lag' Lead Lag .° Lag, Lead -Lag Optimize? Recall Motle, :None; Noner ,:None None -Mid GMin 'None C-Min C Min Act Effct Green (s) 19.0 55.0 14.0 14.0 110.0 31.0 47.2 47.2 9.8 26.0 26.0 Actuated g/C Ratio 0.17 0:50:, 0.13 0.13 1.00 0.28: 0.43 0:43 0:09` 0.24 0.24 - vlc Ratio 1.33 0.82 1.10 1.09 0.07 1.13 0.51 0.33 0.87 1.20 0.56 Contral'Delay 206.5 .. 32A 135.6 131.1 0A 92.6 20;6 8.2 94:2 137.5 15.3. -. Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 206.5 . 32.1 135.6 131.1 Al `92.6 26.6 8:2 ' 94.2 137.5 15:3 - LOS F C F F A F C A F F B Approach Delay 100:1 . 108.A 43:7 108.6 Approach LOS F F D F O eFs ra1i F 51a, 1 x Cycle Length: 110 Aetuated Cycle.Length: 110` Offset: 0 (0%), Referenced to phase 2:SWT and 6:NET, Start of Yellow, Master Intersection Natural Cycle::130', Control Type: Actuated -Coordinated Maximum.vlc Ratio: 1.33' Intersection Signal Delay: 84.2 Intersection LOS: F Intersection Capacity' Utilization 105.4% ICU Level of Service G Analysis Period (min)15 Splits and Phases: 3: Marlborough Road & Highland Avenue R'l'.5�'42.i x . 1S.ki4 ��T,^` PK - S^ ,rte rIMMIVKI . r f ec 0i�> Transfer Station Expansion Synchro 7 - Report MAS/BG S:1Jobs152121AnalysisV12PMBD.syn t ' Transfer Station Expansion Synchro 7 • Report MASBG S:Uobs152121AnalysisV12AMBDM.syn 1 HCM Signalized Intersection Capacity AngqttR;Build w/Mitigation Weekday Morning Peak Hour ' 3: Marlborough Road & Highland Avenue 11/912009 ' oe n L SEtT B JNVR 9Ek Lane Configurations 4 r ►j 4 r Volume(vph) 172 116 463 99 .245 62 513 846 208 70 699 144 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 ' Lane Width 12 12 12 11 12 12 42 12 12 12 12 10 Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane U81: Factor 1:00. 1.00 0.95_ 0.95 1.00 1.00 0.95 1.00 1.00 0:95 1.00 ' Frt 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected . 0.97 1:00 0.95 1.00 1.00 0.05 1.00 1:60 0.95 . 1':00 -1.00 Satd. Flow (prot) 1819 1553 1625 1766 1583 1787 3505 1568 1671 3471 1478 Flt Permitted 0.97 1:00 0.95 1,00 1.00 0.95 1:00 :1:00 0.95 1.00 1.00 ' Satd. Flow (pens) 1819 1553 1625 1766 1583 1787 3505 1568 1671 3471 Will Peak=hou'rfactor,PHF 0.91 0;91 6:91 `0:81. 0.81 0:81 0.93 0:93 A:93' -0.86 ; "0'.'86.0:86 Adj. Flow (vph) 189 127 509 122 302 77 552 910 224 81 813 167 ' RTOR Reduction;(vph) 0 -0 85' 0 0 0 0 . r .:0 • 126 0- 0 115 Lane Group Flow (vph) 0 316 424 110 314 77 552 910 98 81 813 52 HeavyVehrdes':(^%) ' "1.% N Ok '>_ N '` 21 ' 2%" 1°k . <' 3% 3%"'..8% ` 4°k ' ` 2"h Tum Type Split pt+ov Split Free Prot Prot Prot Prot ' Prot get6d Phases 4 4 '41, 3 3 .. 1 6 6 5- 2 2 Permitted Phases Free Actuated Green, G'(s). 17.0 52.0 17.0 ;17.0 110.0 - 36.0 -48.11 48.1 7.9 A.01 2600 ' Effective Green, g (s) 17.0 52.0 17.0 17.0 . 110.0 30.0 48.1 48.1 7.9 26.0 26.0 Actuated.glC;Ratio : 0.15 0.47 _ 0:15 0:15 1:00 0:27.. 0:44 6.44 0.07 0:24': 0.24 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Veii'cleExtensicn;(s)' 2.0 2.0 2.0 20 - 3:0 3.0 2.0. 3.0 3.0 ' Lane Grp Cap(vph) 281 734 251 273 1583 487 1533 686 120 820 349 vls.Rabo Prot c0:17 0.27 0.07 c0:18 c0:3..1 0.26 0:06 0.05 c0.23, 0.03 ' v/s Ratio Perm we Ratio 1.12 0.58 6.44 1.15 0.05 0.05 1.13 0.59 0.14' . 0.68 0.99 6.15 Uniform Delay, dl 46.5 21.0 42.2 46.5 0.0 40.0 23.5 18.6 49.8 41.9 33.2 Progression Factor 1.00 1.00 1.00 1.00' 1.00 0.12 08' .0:85 1.60 1.00 1.06 Incremental Delay, d2 91.5 0.7 0.4 101.3 0.1 62.8 0.2 0.0 11.2 - 29.4 0.9 Delay (s) 138.0 .21.7 42.6 147:8 0.1 91.5 _' 9.1 . 15:9 ' 61.0. 71.3 34:1 Level of Service F C D F A F A B E E C Aoach Delay (s) ppr 66:3 102.0: , 37.0 64.7 ' Approach LOS E F D E HCM Average Control Delay 58.1 HCM Level of Serviceu E ' HCM Volume to�Capacity.rafio 1:09 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 20.0 Intersection Capacity Wi ation 92.96A ICU Level of Service F Analysis Period (min) 15 ' c Critical Lane Group ' Transfer Station Expansion Synchro 7 • Report MASBG S:Uobs152121AnalysisV12AMBDM.syn 1 Queues 2012 Build w/Mitigation Weekday Morning Peak Hour 3: Marlborough Road & Highland Avenue 1119/2009 t ane. ' Lo„p , ,°. ySE:Tx�S'E :. NLNWsVPN�NExT; �N12 . S"MOV Lane Group Flow (vph) 316 509 110 314 77 552 910 224 81 813 167 vkRa6o,. 1.12 6.62 0;44 1.15 0:05 1.13 0.58 0.27 0:59 0.99 036 Control Delay 134.6 18.1 48.4 143.7 0.1 92.2 9.3 2.5 65.2 71.9 9.6 Queue Delay 0;0 0:0 0,0 0:0 . 0.0 0:0 0.0 0.0 0;0 0:0 0.0 . Total Delay 134.6 18.1 48.4 143.7 0.1 92.2 9.3 2.5 65.2 71.9 9.6 QueueLength 50th (ft) -258 17,7 74 -275 0: -439 201 - 25 56 302 9 Queue Length 95th (ft) #434 292 120 #392 0 m#413 m226 m25 101 #403 57 Intemal Link Dist'(4) 354 459 821 275' Tum Bay Length(ft) 70 200 200 225 200 200 200 Base Capacity (vph) 281 819 251 273 1583 48T 1564 824 167` 820 465, Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 Q 0: 0 0 0 0' 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 00 0 Reduced vlc'RAb' :!A , 0:62 ,0.44' 1.15 O.'05 1;13 ' 0.58 0.27 0:491`. .0.99 , 0.36,, . Volume exceeds cap6dV,,�gdeue is 0ieoreticallyWrite: Queue shown is maximum after two cycles. #' 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: I Transfer Station Expansion Synchro 7 - Report , MASBG S:1Jobs152121Analysis1rl2AMBDM.syn I ' Timings 3: March Lane Volun Turn' Road Permitted Phases Detector Phase Switch Phase Minimum initial (s) Minimum Split (s) Total Split (41 Total Split (%) Yellow Time (a) All -Red Time (s) Lost Time ;Adiust (s) Total Lost Time (s) Lead/Lag Lead -Lag Optimize? Recall Mode Act Effct Green (s) Actuated g1C Ratio v/c Ratio Conkol'Delay Queue Delay Total Delay, LOS ApproachDelay. Approach LOS 2012 Build W/Mitigation Weekday Morning Peak Hour '� � 111snoos 116 9911ElL_' R 463 pt+ov Split 245 62 rot 846 208. f} 4 41 3 Free Prot Prot 70 699. 144 3 1 Prot Prot 4 41 3:. 3 Free 6 6 5 2 2 6.0 1' 6 6 5 2 2 6.0 6:0 11.0 11.0 6.0 6.0 6:0 6.0 6.0 22.0 57,0 11.011.0 6:0 20.0% 51.8°% 2 % 0% 0.0 35.0 0 0 11.0 11.0 11.0 20.Oh 20.0% 50.0 50.0' 16:0 11.0 4.0. 4:0 0.0% 31.8% 45.5% 45.5°% ° 31.0 310 1.0 4:0 4;0 14.5/° 28.2% 28.2% 5.0 0'0 0.0 0.0 0.0 1.0 1.0 1.0 4.0 1p ...4.0 4.0 5.0 5.0 5.0 4.0 S.o 5.0 5.0 0.0 OA c : 0.0. 5.0 None None Lead Lag., Lag Lead ag. La. - 17.o None 9 52.0 17.0 17.0 110.0 30.e C -Min C -Min None C -Min C -Min 0:.15 0.47 0.15 0.15 1.00 49.1 49.1 1.12 0.62 0.27 0.45 9.1 26.0 26.0 134.6 0.44 1.15 0.05 1.13 0.45 0.08 0.24 18:1. 48:4. ,143:7 0.58 0.27 0.59 '0.24 0.0 0.0 0.0 0:1 92.2 9.3 0.99 0.36 134:6 0.0 0.0 0.0 2:5 " `65.2 71.9 18:1: 48.4 149x7 0.0 0.0 0.0 .6 9.3 62E 8 D 100:7 00.0 A 92.F .35.5 2A 65.E 710.E '9. F D 61.6 Cycle Length: 110 E Actuated Cycle Length: 116 Offset 0 (0%), Referenced to Natural Cyde: 140 Phase isvWjand 6:NET, Startof Yellow, Master Control Type: Actuated -Coordinated Intersection Maximum v/c Rat 0:1:15 Intersection Signal Delay: 55.8 Intersection. Capaciiy.Ullizatioo92.9°% Intersection LOS: E Analysis Period (min) 15 ICU'Level of, Service F Station Expansion ' S:Wobs152121Aoal Synchro 7- Report Ys 2AMBDM.syn HCM Signalized Intersection Capacity AngqtjbBuild w/Mitigation Weekday Evening Peak Hour 3: Marlborough Road & Highland Avenue 11/912009 .. \4 ; )r% *\ r 3 'X --* � / *. Lane Configurations +] r 1 4 r I 4f r ff If Volume (vph) 156 248 632 231 201 99 525 716 259 129 950 274 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width. 12 12 12 11 12 12 12 12 12 12 12 10 Total Lost time (s) 120.0 5.0 5.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Lane UGI. Factor 0.26 1.00 1.00 0.95 0:95 1.00 1:00 0.95 1.00 1.00 0.95 1.00 Frt 5.0 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 At Protected 3.0. 0:98 1.00 0:95 0.99 1:00 0.95 1.00 1.00 0:95 1.00 1.00 Said. Flow (Prot) 193 1846 1599 1641 1778 1599 1787 3539 1599 1752 3539 1492 Flt Permitted c0.28 0.98 1:00 0:95 0.99 1.06 0.95.. 1.00 1.00 6.95 " 1:00 1.00 Said. Flow (Perm) 1846 1599 1641 1778 1599 1787 3539 1599 1752 3539 1492 Peak-hourfactor, PHF 0.95 0:95 0:95`" 0.91 0:91 0.91 0.92. 0:92 0.92 0.95 0.95 0:95 Adj. Flow (vph) 164 261 665 254 221 109 571 778 282 136 1000 288 RTOR Reduction (vph), 0 0 11 0 0 0 0 = 0 165 0- .0 148 Lane Group Flow (vph) 0 425 654 229 246 109 571 778 117 136 1000 140 HeavyVehlcles(°�): -.10% 161v 1%' ,'1% 1% ".1%:'. 11 ..2% 1% 3% 2°/u ,: :1% Tum Type Split pt+ov Split Free Prot Penn Prot Prot Protected Phases 4,. 4. 4,1: 3: 3 1 6 5 2 2 Permitted Phases Free 6 Actuated Green, G (s) 23:0 ' 59.0 14.0 :14.0 120.0 ' 31;0 49.3 49.8 13.2 32:0 32:0 Effective Green, g (s) 23.0 59.0 14.0 14.0 120.0 31.0 49.8 49.8 13.2 32.0 32.0 Actuated g/C Ratio 019 0.49 0.12 0:12 1.00 0.26 0.42 0.42 .0:11 0:27 0.27 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s). 2.0 2:0 2:0 2.0'" 3.0. 3.0. 2.0- 3.0 , 3.0 Lane Grp Cap (vph) 354 786 191 207 1599 462 1469 664 193 944 398 V/s Ratio Prot c023; 0:41 c0.14 Oi14 c0:32 0:22 0;08 c0.28 0:09 v/s Ratio Perm 0.07 0.07 v?c Ratio 1.20 '0:83 1.20. 1.19. 0.07 1.24' 0:53, 0.18` 030 1.06 0.35 Uniform Delay, dl 48.5 26.2 53.0 53.0 0.0 44.5 26.3 22.2 51.5 44.0 35.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.75 O 42 1.53 1.00 1:00 . 1.00 Incremental Delay, d2 114.3 7.2 129.0 122.7 0.1 113.9 0.6 0.2 9.2 46.3 2.4 Delay (s) 162:8, NA 182.0 175.7 0.1, WA 11.7 34:1 60.7 90:3 - 38:0 Level of Service F C F F A F B C E F D Approach Delay (s) . 83:91 14514- 63.0 >` 76.9 Approach LOS F F E E HCM Average Control Delay 82.2 HCM Level of Service F HCM Volume to Capacity. ratio 1.17 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 105;4% ICU Level of Service G . Analysis Period (min) 15 c Critical Lane Group Transfer Station Expansion Synchro 7 - Report MAS/BG S:1Jobs152121AnalysisVl2PMBDM.syn I 1 I 1 I �I I� I I Queues 2012 Build w/Mitigation Weekday Evening Peak Hour 3: Marlborough Road & Highland Avenue 11/912009 L r*\ f I / -A � A(*--, �ouD. .,, 1.Ea.aSii S�_ :„,�N�J.1NWTNINH.' ' NEi"�E'TtF3S:,V_i1xS);V:F� Lane Group Flow(vph) 425 665 229 246 109 571 778 282 136 1000 288 vlcRabo 1:20 0.83 UO . 1.19 0.07 11.24 0:53. 0:34' 0:71 1.06 0.53 Control Delay 156.4 36.4 174.2 168.3 0.1 _ 145.2 12.0 4.9 70.6 88.8 15.4 Queue Delay 0.0 0.0 0.0 0:0 0.0 0.0 0:0 0.0 0.0 0.0 0.0 Total Delay 156.4 36.4 174.2 168.3 0.1 145.2 12.0 4.9 70.6 88.8 15.4 Queue Length 50th (ft) >400 419 -226 -241 0 -534 206 48 103 -447 52 ' Queue Length 95th (ft) #602 9621 #395 #414 0 m#608 m254 m60 167 #581 140 Internal Link Dist (4) 354 459 821 275 Tum Bay Length (ft) 70 200 200 225 200 200 200 Base Capacity(vph). 354 797 19.1 207 1599 462 1469. 829 .248 944 546 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 0 Spillback Cap.Reductn 0 0 0 0 0 0 0 0 0 0 0. Storage Cap Reductn 6 6 0 0 0 0 0 0 0 0 0 Reduced vlc Ratio 1:20 .0.83 .. 1:20 1.19. 0.07 1,24 , 0.53. 0.34 0.66 1.06 0.53 Volume exceeds capacityyqueue 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. m Volume for 95th percentile queue is metered by upstream signal. Transfer Station Expansion Synchro 7 - Report MASIBG SAJobs152121AnalysisVI2PMBDM.syn r IJ Timings 2012 Build w/Mitigation Weekday Evening Peak Hour 3: Marlborough Road & Highland Avenue 11/9/2009 y� r LAgEr uo R r WMK_X SET SEAN N i ',R AM t4E$g� IERW51� SCA ark,,ROM Lane Configurations Q F 1 +t r R t4 r ?T r Volume(vph) 248 632 231 201 ;99 525, 716 259 129 950 274 Turn Type pt+ov Split Free Prot Perm Prot Prot Protected Phases. 4 Al 3 3` 1 6 5 2 2 Permitted Phases Free 6 Detector Phase - 4 41 3 3 1. 6. 6 5 2 2 Switch Phase Minimum. Initial (s) 6.0 6.0 6.0 6.0. 6.0 6.0 6.0 6.0 6.0 Minimum Split (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Total Split (s) 28:0 64.0 19.0 .. 19:0. 0.0 3610 '51:0 51.0 22.0 37.0 37.0 Total Split (%) 23.3% 53.3% 15.8% 15.8% 0.0% 30.0% 42.5% 42.5% 18.3% 30.8% 30.8% Yellow Time (s) 4.0 4.0 4,0 4:0 4.0 4.0 4.0 4.0 4.0 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 0.0, 0:0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.0 5.0 5.0 5.0 4.0 5.0 5.0 5.0 5.0 5.0 5.0 LeadlLag .: Lead Lag. Lag . Lead Lag Lag. Lead-Lag Optimize? Recall Mode None None None. None. C-Max 'C=Max. None C-Max C-Max Act Effct Green (s) 23.0 59.0 14.0 14.0 120.0 31.6 49.8 49.8 13.2 32.0 32.0 Actuated g/C Ratio 0.19 0.49 0.12 ! 0.12 . 1:00 0:26 0.42' 6.42 0:11 0.27 6.27 v/c Ratio 1.20 0.83 1.20 1.19 0.07 1.24 0.53 0.34 0.71 1.06 0.53 Control Delay 156.4 36,4 174:2 168.3 0:1 .145:2 12.0 4.9 10.6 88.8 15.4. Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 156.4 36.4 174.2 168.3 0:1 145.2 12.0 4.9 .70.6 88.8 15.4 LOS F D F F A F B A E F B Approach Delay 83.2 :139.2 57.4 72.2 Approach LOS F F E E Cycle Length: 120 Actuated Cycle Length: 120 - Offset: 0 (0%), Referenced to phase 2:SWT and &NET, Start of Yellow, Master Intersection Natural Cycle: 130 Control Type: Actuated-Coordinated Maximumv/c Ratio:1.24 Intersection Signal Delay: 77.9 Intersection LOS: E Intersection Capacitylltiliation 105:4% ICU Level of Service G Analysis Period (min)15 Splits and Phases: 3: Marlborough Road & Highland Avenue @L•J:�]%�t��}^J �Z�'`���il'x�S.� .*�r.. 7->a�:�^s�,.; = A'�r'�I.s ®Pl'>�"'45+�k.�'���'4 Transfer Station Expansion Synchro 7 - Report MASIBG S:1Jobs15212VanalysisVl2PMBDM.syn I ' HCM Signalized Intersection Capacity Analysis 2012 Build Weekday Morning Peak Hour 3 24.0 24.0:" 0.24 5:0: 2.0 6: DiPietro Avenue & Highland Avenue nut.;- 2 30.6 30.6 0.31 5.0 3.0 riot -...:rro[ 1 1 24.8 24.8- 0.25 5:0 2.0 6 60.4 60.4 0.60 5.0 `. 3.0 LariefGrp Cap (vph) 26 11/912009 ` 380 � 1034 381 ` ` 42T 2117 1 vls Ratio Prot c0.00 0.12 c0.24 c0.41 0.06 c0.23 0.28 _. v15Ra009erm We Ratio 0.01 Lane Configurations , 0.19 ►� 0.46 �� Undorrn Delay, d1 " 48.4" 32.9 37.9 34.7 �� 36.6 Volume (vph) 0 6 180 357 1227 0. 129 11 341 886 0A Ideal Flow (vphpl) 1900 1900 1906 1900 1900 1900 1900 1900 1900 1906 39.6 Ttital Losftime (s) 4,.o ' Level of Service S:05.0 C 5.0 C i 5.0 A 5.0 5.0 48.5 Lane 1381. Factor 1.00 1.00 1.00 0.91 Approach LOS 0.91 E 1.00 0.95 Frt 0:86 1.00: 0.85 1.00. 0:85 1.00 1.00 ' Flt Protected 1.00 0.95 1.00 1.00 HCM Volume to Capaaty ratio 1.00 1.08 0.95 1.00 Said: Flow (prot) 1644 Actuated Cycle Length (s) " .: 1556 1583 3380 1245 1722 35.05 Flt Permitted 1.00 0.95 1.00 1.00 Analysts Pen d (miri) 1.00 T5 0.95 1.00 Satd. Flow. (perm). 1644 c Critical Lane Group 1556 1583 3380 1245 1722 3505 ' Peak -hour factor, PHF 0.38 0.38 0.95 0.95 0.90 0.90 0.90 0.900.90 0.90 Adj. Flow (vph) 0 .16 189 376 1363 0 143 12 379 984 -' RTOR Reduction (vph) 16 0 0 0 1 0 58 0 0 6 ' Lari@ Group Flow (vph) 0 0 . ' 189 376 13760.371 .. _; 0 91 Heavy Vehicles (%) 0% 0% 16°k 2% 2% 13% 18% 0% 5% 3% I ' Protected Phases Perm,itted Phasesr' Actuated Green, G (s) EffechveGreen,g`(s) Actuated g1C Ratio .Clearance Time (s) Vehicle Extension (s) 4 1.6 1:6 0.02 4.0 2.0 3 24.0 24.0:" 0.24 5:0: 2.0 3 2 24.0 30.6 240 3U.6 0.24 0.31 5.0 5:0 - 2.0 3.0 nut.;- 2 30.6 30.6 0.31 5.0 3.0 riot -...:rro[ 1 1 24.8 24.8- 0.25 5:0 2.0 6 60.4 60.4 0.60 5.0 `. 3.0 LariefGrp Cap (vph) 26 373 ` 380 � 1034 381 ` ` 42T 2117 1 vls Ratio Prot c0.00 0.12 c0.24 c0.41 0.06 c0.23 0.28 _. v15Ra009erm We Ratio 0.01 6.51 0.99 1.33 0.19 0.92 0.46 Undorrn Delay, d1 " 48.4" 32.9 37.9 34.7 25.5 36.6 10.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.68 0.65 IhcrementafDelay, 02 0A 0:4, 42.8 15531:1 14:5 0:9 Delay (s) 48.5 33.3 80.7 196.4 26.6 39.6 7.5 ' Level of Service D C F F C D A Approach Delay (s) 48.5 64.8 176.3 16.6 Approach LOS D E F B Hcm Average Conttol-Delay, `. ' 94,1 HCM Level of Service F HCM Volume to Capaaty ratio 1.08 Actuated Cycle Length (s) " .: 100.0 Sum of osttjme (s). " d9:0 Intersection Capacity Utilization 89.4% ICU Level of Service E Analysts Pen d (miri) T5 1 c Critical Lane Group Transfer Station Expansion Synchro 7 - Report MASIBG S:Uobs152121AnalysisVI2AMBD.syn 1 Queues 2012 Build Weekday Morning Peak Hour 6: DiPietro Avenue & Highland Avenue 111912009 r g .� Lane Group Flow (vph) 16 189 376 1377 129 391 984 v/c Ratio : 0.04 0:51 0.99 1.23 028 0:92 0.45 Control Delay 0.2 38.5 83.1 144.8 11.6 46.6 7.1 Queue Delay 0.0 0.0 0.0 0.0 .0.0 0:0 0:0 Total Delay 0.2 38.5 83.1 144.8 11.6 46.6 7.1 Queue Length -50th (ft) 0 .105 240 -604 21 172 37 Queue Length 95th (ft) 0 176 #427 #747 70 m#378 m283 Internal Link Dist{ft)' 489 1124 630 821 Tum Bay Length (ft) 150 150 200 225 BaseCapacity-,"(vpli) '381 :3731 380 1115 ' 4,67 42T . 2201 Starvation Cap Reductn 00 0 0 0 0 0 Spillliack Cap Reductn 0 t) 0, 0 ::: .0 0': 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced v/c Ratio, 0.04. 0.5:p - 0.99 ` 1.23 , .0:28- , ,0.92. 0.45 volume exceeus capacny, queue is meoreacany<mnnl[e. ' Queue shown is maximum after two cycles. # 95th percentile-volume'ezcads (% aaty queue may,'tie longer: i Queue shown is maximum after two cycles. M V6lume,fo195th percentile queue is metered by upstream signal.,. Transfer Station Expansion Synchro 7 • Report MASIBG S:Wobs15212%nalysisVl2AMBD.syn Timings 2012 Build Weekday Morning Peak Hour 6: DiPietro Avenue & Highland Avenue r 111912009 Lane Configurations V ►( 9 0 if 11 tt Volume (vph) D 180 357 1227 129 341 886 Tum Type LagLeatl Prot Lag Prot Prot Protected Phases 4 3 3: 2 2 1 6, Permitted Phases None None -C4in C -Min Min z C-Min Detector Phase 4 rJ3.. 3 2 2 1 6 Switch Phase 0.04 0:24 0.24: 033 0:33 025 0:63, Minimum Initial (s) - 4:0' 6:0 " 60 6.0 6:0 .6.0'. 0.45 Minimum Split (s) 8.0 11.0 11.0 11.0 11.0 11.0 11.0 Total.SpliP(s)' 8.0 29:0 - 29.11' . 38.0, 38.0 " 25.0 Off - Total Split (°h) 8.0% 29.0% 29.0% 38.0% 38.0% 25.0% 63.0% Yellow Time,(s). 3.0 4;0 4.0 "4.0 4.0 4.0 4:0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 LostTmeAdlustjs) 0:0 0.0, 00;. 0.0 ;90 0.0;,. ',0.0 Total Lost Time (s) 4.0 5.0 5.0 5.0 5.0 5.6 5.0 LeadlLag LagLeatl Lead '• Lag lag Lead <: Lead -Lag Optimize? Racall ModeNode None None -C4in C -Min Min z C-Min Act Effcl Green (s) 4.0 24.0 24.0 33.0 33.0 24.8 62.8 Actuated glC Ratio 0.04 0:24 0.24: 033 0:33 025 0:63, vlc Ratio 0.04 0.51 0.99 1.23 0.28 0.92 0.45 Controlbelay 0.2 38:5 83.1 :'. ,144.8 11:6 46:6 '7.:1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Totaibe'lay 0.2 38;5• 83:1- 144.8 11.6. '46:6'- 7.1 LOS A D F F B D A Approach Delay .; 0.2 6.8.2. 133.4, 18:3 Approach LOS A E F B Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs152121Analysistr12AMBD.syn HCM Signalized Intersection Capacity Analysis 2012 Build Weekday Evening Peak Hour 6: DiPietro Avenue & Highland Avenue 111912009 Lane Configurations 11 Y 292. 272 1266 9 493 +T vis Ratio Prot (r 'a; TT Volume (vph) 1 0 2 149 - 331 14 1,143 1. 172 2 398 1319 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1906 1900 1900 Total Lost time Progression Factor 4.0 5.0 5.0 1.00 5.0 0.68 5.0 4:9 6:0 5.0 Lane Util. Factor 0:7 1.00 0.1 1.00 1.00 0.91 50.323.9 0.91 49.4 1.00 0.95 Fri 0*92 - D 1.00 0.85 A 1.00 59.2 0.85 216.9 1.00 1.00 Fit Protected 15.9 0.98 E 0.95 1.00 D.: 1.00 1.00 r�egsec_o0�lir�r�.5y._ 0.95 1.00 Said. Flow (prot) 1579 1719 1600 3414 of Service 1413 E 1768 3574 Flt Permitted 0.98 0.95 1.00 1.00 Actuated Cycle length (s) 1.00 110.0 0.95 1.00 Said: Flow (perm) 1579 Intersection Capacity Utilization 1719 1600 ICU Level of Service 3414 E 1413 1768 3574 Peak -hour factor, PHF 0.38 0.38 0.38 0.84 0.84 0.84 0.96 0.96 0.96 0.94 0.94 0.94 Adj. Flow:(vph) 3 0 5 1Z7 394 17 11.91 1 179 2 423 1403 RTOR Reduction (vph) 0 5 0 0 2 0 1 0 74 0 0 0 Lane. Group Flow (vph) 0 :..3 0;:[. 177 409• 0- ,1209 `<0, 87 0 `"425 :1403 Heavy Vehicles(Yo) 0% 0% 13% 5% 1% 0% 1% 0% 4% 25% 2% 1% Tum Type, Split " Prot' 'Prof` Prof ".`P, - Protected Phases 4 4 3 3 2 2 1 1 6 Permitted Phases; ' Actuated Green, G (s) 0.8 18.7 18.7 40.8 40.8 30.7 76.5 Effective Green, g`(s)- 0.8 16.7, 18.7 40.8 40.8 `30.7 `: 76.5 Actuated g/C Ratio 0.01 0.17 0.17 0.37 0.37 0.28 0.70 Clearance Time (s) 4l0 5.0 -6.0. 5.0 5:0 5.0 5.0 Vehicle Extension (s) 2.0 2.0 2.0 3.0 3.0 20 30 Lane Grp Cap (vph) 11 292. 272 1266 524 493 2486 vis Ratio Prot c0.00 0.10 c0.26 c0.35 0.06 c0.24 0.39 vis Ratio Perm vie Ratio 0.28 0.61 1.50 0.96 0.17 0.86 0.56 Umform Delay, di., 54.3 42.2 45:7. 33.7 29:2;.., . 37.6 8.4 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.27 0.68 Incremental Delay; d2 4:9 2.4 245.5' . " 16.6: ' ' 0:7 1.5' 0.1 Delay (s) 59.2 44.7 291.1 50.323.9 49.4 5.8 Level.of Service -: E D F - D .. C D, A Approach Delay (s) 59.2 216.9 47.2 15.9 Approach L08 E F D.: B r�egsec_o0�lir�r�.5y._ HCM:Average C6n6otDelay 58:5HCMtevel of Service E HCM Volume to Capacity ratio 1.03 Actuated Cycle length (s) 110.0 Sum of -lost time (s) 19`.0' Intersection Capacity Utilization 89.5% ICU Level of Service E Analysis Period{min) g5" c Critical Lane Group Transfer Station Expansion Synchro 7 - Report MAS/BG S:Uobs15212VAnalysisVl2PMBD.syn I Queues 2012 Build Weekday Evening Peak Hour 6: DiPietro Avenue & Highland Avenue 11/912009 Ar` f $ 1-71 L I I1 II II II II Lane Group Flow (vph) vlc Ratio Control Delay Queue:Delay Total Delay Queue Length 50th(ft) Queue Length 95th (ft) Internal Unk Dist (ft) Tum Bay Length (ft) Base Capacity(Vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced Wc;Ratio 8 177 4111210 161 425 1403 0.13 -081 1:51 0:88 Oi25 0.86 0.54.. . 41.3 52.5 280.0 40.4 8.7 49.7 5.6 0.0 0:0 Oc0 0.0 0.0 0:0: 0.0 . 41.3 52.5 280.6 40.4 8.7 49.7 5.0 2 118 -41.4 430 A 275. 137 6 178 #557 #605 72 m257 m132 489 .767 630 821 150 150 200 225 62 291' 273 1368186 501''- 2591 0 6 0 0 0 0 0 0 0 0 0 p 0. :.`0 6 0 0 00 0 0 0.18 .0:61• 1.511, 0.88 ,0.25 1085„ 0.54 Volume exceeds capacity;:queue is.theorefically infinite. .. Queue shown is maximum after two cycles. # 95th percenfile volume exceeds cap aary,queue maybe longer.. Queue shown is maximum after two cycles. M Volume for95th perceintile queue is metered byupstream signal Transfer Station Expansion MASBG Synchro 7 - Report S:Uobs152121AnalysisV12PMBD.syn Timings rereb'�S,'ii�? x i5 �i."n` '�'. +A�'Mw t'�lT{' �"#1 fT:'�. ^..A3ra�Ait . ��.+4�.0 �YlAl2�Y^'.�t�KA_��'.��mausFi�°.v�' [`ft'J' aY "H'�y�.-n„'°f;A: 2012 Build Weekday Evening Peak Hour 6: DiPietro Avenue & Highland Avenue _.�v�3:...•: L��a�4.,�^^5:�,�-tk hx��'3,.m�3+7Se`?^z �lWe15 wo-Yv� t�ia•�'% 11/912009 �' ►c. � Jr �l � i LaA roup'Oa^,r' ice' i�.8'l''"NIMvn�N�NR��I=..Ta�td€ �NzT " Lane Configurations D tt volume (vph) 0 149, .331 1143 1:72 398 1319 Turn Type Prot Prot Prot Protected. Phases 4 .3 3 2 2 1 6 Permitted Phases Detector Phase 4 3 3 2 2 1 6 Switch Phase Minimum Initial (s) 4.0 6.0 6.0 6.0 6:0 6:0 6:0 Minimum Split (s) 8.0 11.0 11.0 11.0 11.0 11.0 11.0 Total SpliC(s) 8.0 23.0 23.0 48.0 46.0 33.0 79.0 Total Split (%) 7.3% 20.9% 20.9% 41.8% 41.8% 30.0% 71.8% Yellow Time (s) 3.0 4.0 4.0 4.0 4,0 4.0 4.0 All -Red Time (s) 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 60 iT0 0,0 .. Total Lost Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 Lead/Lag; Lag Lead Lead Lag Lag_. Lead: " Lead -Lag Optimize? Yes Yes Recall Mo& None None None " C -Min C, -Mini.; None -GMin '?C-Min- Act Act Effct Green (s) 4.0 18.7 18.7 44.0 44.0 30.7 79.7 Actuated g/C.Ratio 0.04. 0.17 0.17 0.40.0440 0.28 0.72 ' v/c Ratio 0.13 0.61 1.51 0.88 0.25 0.86 0.54 Control Delay- 41:3 52.5 280:0 40:4 8.7 49r7 5:0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 total Delay 41.3 52.5 ,280.0 40.4 8.7 49.7 5.0 LOS D D F D A D A Approach.Delay 41.3 211.5 36.7 15:4 Approach LOS D F D B nterseg loft Sti,[ir8a> •�; lets g ,��'A',� Cycle Length: 110 Actuated Cycle Lengtht,110 Offset: 50 (45%), Referenced to phase 2:NET and 6:SWT, Start of Yellow Natural Cycle: 140.. Control Type: Actuated -Coordinated Maximum v/c Ratio': 1.51 Intersection Signal Delay: 53.5 Intersection LOS: D Intersection Capacity utilization 89.5% ICU Level of Service E Analysis Period (min)15 Solits and Phases: 6: DiPietro Avenue & Hinhland Avam ie Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs15212vutalysisV12PMBD.syn rereb'�S,'ii�? x i5 �i."n` '�'. +A�'Mw t'�lT{' �"#1 fT:'�. ^..A3ra�Ait . ��.+4�.0 �YlAl2�Y^'.�t�KA_��'.��mausFi�°.v�' [`ft'J' aY "H'�y�.-n„'°f;A: °l•1:ly F�.49 _.�v�3:...•: L��a�4.,�^^5:�,�-tk hx��'3,.m�3+7Se`?^z �lWe15 wo-Yv� t�ia•�'% Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs15212vutalysisV12PMBD.syn 1 I Transfer Station Expansion MASIBG Synchro 7 - Report S:Wob0212W alysisV12AMBDM.syn HCM Signalized Intersection Capacity An2l4ftZBuild w/Mitigation Weekday Morning Peak Hour ' 6: DiPietro Avenue & Highland Avenue 11/912009 Lane Configurations Y Y 9 Tp r 't ?t Volume (vph) 0 6 180" 357 1227 0. 129 .: 11.. 341 886 Ideal Flow (vphpl) 1900 1906 1906 1,900 1900 1900 1900 1900 1900 1900 ' Total Lost time (s) 4:0 5.0 5.0 0 5.0 5.0 5.0 Lane Util. Factor 1.00 1.00 0.95 6.91 0.91 1.00 0.95 Fri 0.86 0:95 0.85 1:00 0:85 1'.o0 1.00 Fit Protected 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Said. Flow (Prot) 1644 1570 1504 3380 1245 1722 3505' Flt Permitted 1.00 0.97 1.00 1.00 1.00 0.95 1.00 Said. Fiow.(perm) 1644 1570 1504 3380 _ 1245. 1722 3505. - ' Peak -hour factor, PHF 0.38 0.38 0.95 0.95 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow-(vph) 0 16 189: 376 1363 0 143 112 379 984 RTOR Reduction (vph) 16 0 0 0 1 0 53 0 0 0 ' Lane Group Flow. (vph) 0 0 294 271 1376 0 76 0 391. 984 Heavy Vehicles 1%) 0% 0% 16% 2% 2% 13% 18% 0% 5% 3% Tum Type Prof' ` ' Prot, Prot Prof Protected Phases 4 3 3 2 2 1 1 6 Permitted Phases` Actuated Green, G (s) 1.6 22.1 221 38.6 38.6 28.7 72.3 Effective Green, g(s) 1.6 22:1- 221 38 6 38.6 28.2 72.3 Actuated g/C Ratio 0.01 ,. 0.20 0.26 0.35 0.35 0.26 0.66 Clearance Time (s) 4:0 5.0 " - 5.0 3.0 , 5.0 5:0 5.0 " Vehicle Extension (s) 2.0 2.0 2.0 3.0 3.0 2.0 3.0 Lane"Grp Cap,(vph) -24 315``" 302 ,1;186 437 "': 449 2304 ' v/s Ratio Prot c0.00 c0.19 018 c0.41 0.06 c0.23 0.28 vls Ratio Perm v/c Ratio 0.01 0.93 0.90 1.16 0.17 0.87 0.43 Uniform Delay, C1" 53.4 43.2.: 42.8 35.7.. 24.7' ' 38.9 9.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.57 0.58 Incremental Delay, d2 :. 01 ` 33:2 26.5 81.9• , - 0.9 9;9 0.3 Delay (s) 53.5 76.4 69.4 117.6 25.5 32.2 5.5 ' Level of Service D E E F G .:' C: A Approach Delay (s) 53.5 73.0 109.7 13.1 Approach LOS D E' F B to g on HCMAverag6 Control Delay " 65.1 HCM Level ' Seriice E HCM Volume to Capacity ratio 0.99 Actuated Cycle Length (s) . 110.0 Sum of lost time (s) . 19.0 Intersection Capacity Utilization 91.2% ICU Level of Service F Analysis Period (inin) 15 c Critical Lane Group 1 I Transfer Station Expansion MASIBG Synchro 7 - Report S:Wob0212W alysisV12AMBDM.syn Queues 2012 Build w/Mitigation Weekday Morning Peak Hour 6: DiPietro Avenue & Highland Avenue 11/912009 X- r f A A,' Lane Group Flow (vph) 16 294 271 1377 129 391 984 vlc Ratio 0:04 0:93 0.90 1.69 ' 015 0V 0:41— ' Control Delay 0.2 79.6 74.4 88.4 11.1 39.6 5.3 (queue Delay 0.0 0:0 0:0 0:0 0.0 :0:0 0.6 ; Total Delay 0.2 79.6 74.4 88.4 11.1 39.6 5.3 Queue Length 50th (ft) 0 203 195 -606. 23 123 41 Queue Length 95th (ft) 0 #362 #350 #751 70 m#381 m173 Internal Link Dist (11) 489 1124 630 821 Tum Bay Length (ft) 150 150 200 225 Base Capaclly(vph) 367 328 314 1260 515 449 2379 Starvation Cap Reductn 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 Reduced vlc Ratio. 0:04 0:90 0.86.: 1.09 0:25 QBT A41,, _voiume excee.as capacity, queue is eore ca y m mi e.. Queue shown is maximum after two cycles. # 95th percenGle'volume exceeclscapacity; queue may. 'Delonge�. . Queue shown is maximum after two cycles. m yoluroe for 95thpercendle.queue is'inetered by upstrearn signal. Transfer Station Expansion Synchro 7 • Report MASIBG S:1Jobsl52121Analysislrl2AMBDM.syn 1 I 1 I 1 Timings 2012 Build w/Mitigation Weekday Morning Peak Hour 6: DiPietro Avenue & Highland Avenue 11/9/2009 X-- X-` f X � * Lane Configurations abf M 9 ?S+ r A tt Volume,(vph) 0 180 357 1227 129 341 886 Tum Type Prot Prot Prot ProtectedPhases 4 3 3 =2 2 1 6 Permitted Phases Detector Phase 4 3 3 2 2 1 6 Switch Phase Minimum Initial (s) 4.0 6.0 6.0 . 6:0 6.0 6.0 &0' Minimum Split (s) 8.0 11.0 11.0 11.0 11.0 11.0 11.6 Total Split (s) 8.0 28.0 . 28.0. - 46.0 46 0 2kd - 74.0- Total Split (°k) 7.3% 25.5% 25.5% 41.8% 41.8% 25.5%67.3% Yellow,Time.(s) 3.0' 4.0' 4`0' . 4.0 4.0 4.0` '4.0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 g`0 0.0 "" ' 0.0. `0, o .0:0: 0.0,.:_ Total Lost Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 LeadlLag. Lag .Lead Lead; Lag ' Lead , Lead -Lag Optimize? ,Lag, Recall.Mode None None None. >C ri -GMin Miri Act Effct Green (s) 4.1 22.1 22.1 41.0 41.0 28.7 74.7 Actuated g/C Ratio 0:04 0:20 020 0 37 .;0::37 0.26.'_.: v/c Ratio 0.04 0.93 0.90 1.09 0.25 0.87 0.41 Control.Delay 0.2 79.6 74.4 -88:4 111 39.6.'x: .5:3. Queue Delay 0.0 0.0 0.0 0.0 6.6 0.0 0.0 Total Delay. Oil 79:6 74;4 984%VIA 3H, ;5.3 LOS A E E F B 0 A Approach Delay 0.2 77.1 81:7 15.0 Approach LOS A E F B Cycle Length 110 Actuated 6yde Length: 110, Offset: 66 (60%), Referenced to phase 2:NET and 6:SWT, Start of Yellow Natural Cycle: 130: Control Type: Actuated -Coordinated Mazimum•v/c Ratio:1.09 Intersection Signal Delay 54.1 Intersection LOS: D Intersection.Capacty UBlizatioo 91.2% ICU. Level of:Serrice°'F. Analysis Period (min)15 Splits and Phases: 6: DiPietro Avenue & Hiahland Avenue Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs152121AnalysisV12AM8DM.syn HCM Signalized Intersection Capacity Angqt%Build w/Mitigation Weekday Evening Peak Hour 6: DiPietro Avenue & Highland Avenue 111912009 C je- It r /* Ae Lane Configurations 11 Y 325 , 294, " Y 9 :''502 0 v/s Ratio Prot r 0.18 c0.19 ?? Volume (vph) 1 0 2 149 331 14' 1143'-. , :1 112 2 398 '-1819 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time,(s) Progression Factor 4.6 5.0 5.0 - 5.0 0.66 5 0 . 4.9 5.0 -5:0 Lane Util. Factor 08;. 1.00 0.2 1.00 0.95 0.91 61.9 0.91 30.9 1.00 0.95 Fri 0.92 E '- 0.94 0.85 A 1.00- - 0:85 84.9 1.00 1.00 Fit Protected 12,4 0.98 E 0.98 1.00 E 1.00 1.00 0__rs..:_Ip.O._p 0.95 1.00 Said. Flow (prot) 1579 1681 1520 3414 HCM'LeveI of Service 1413 `D 1768 3574 Flt Permitted 0.98 0.98 1.00 1.00 Actuated Cycle length (s) 1.00 120.0 0.95 1.00 Said. Flow (perm) 1579 Intersection Capacity Utilization 1681:. 1520 ICU Level of Service 3414 E 1413 1768 3574 Peak -hour factor, PHF 0.38 0.38 0.38 0.84 0.84 0.84 0.96 0.96 0.96 0.94 0.94 0.94 Adj.Flow(vph) 3 0 5 177 394 77 1191. 1 179 2 423 1403 RTOR Reduction (vph) 0 5 0 0 2 0 1 0 69 0 0 0 Lane Group Flow.(vph) 0 3 0 303 .. :283 0:. 12090 . 92 0 425 . 1403 Heavy Vehicles 1%) 0% 0% 13% 5% 1% 0% 1% 0% 4-� 25% 2% 1% Tum Type Split Prot Prom Prot:. Prot Protected Phases 4 4 3 3 2 2 1 1 6 Permitted "Phases ;. Actuated Green, G (s) 0.8 23.2 23.2 42.9 42.9 34.1 82.0 Effective Green, g{s) b.8 23:2 23:2 42 9 " 42:9: 34.1 ,82:0 Actuated g/C Ratio 0.01 0.19 0.19 0.36 0.36 0.2.11 8 0.68 ClearanceTime;(s) CO 5:0 -'50 .5.0 ., 5;0_ `.5;0, 5:0 Vehicle Extension (s) 2.0 2.6 2.0 36 t o ) n a n Lane urp uap:(vpn) 11 325 , 294, " 1221 "' ' 505 :''502 '2442 v/s Ratio Prot c0.00 0.18 c0.19 c0.35 0.07 c0.24 0.39 v/s Ratio Perm. v/c Ratio 0.28 0.93 0.96 0.99 0.18 0.85 0.57 Uniform Delay;d1 593 47 6 .48.0. 26'5: 40.5 9:9 Progression Factor 1.00 1.00 1.00 1.00 1.00 0.69 0.66 Incremental Delay, d2 4.9 32:3 42:2 23.6 '•', 08;. 3,.0 0.2 Delay (s) 64.2 80.0 90.2 61.9 27.3 30.9 6.8 Level of Service E E F E '- C C A Approach Delay (s) 64.2 84.9 57.9 12,4 Approach LOS E F E B 0__rs..:_Ip.O._p HCM;Average CoriUoLD'elay 40.2 HCM'LeveI of Service `D HCM Volume to Capacity ratio 0.93 Actuated Cycle length (s) 120.0 Sum(of lost time (s) 19.0 Intersection Capacity Utilization 90.1 % ICU Level of Service E Analysis Period.(min) 45. c Critical Lane Group Transfer Station Expansion Synchro 7 - Report MAS/BG SAJobs152121Analysistrl2PMBDM.syn n aom peme fouxnuie vumme exceeus capaary; queue mayge longer. Queue shown is maximum after two cycles. m Volur 95th percentile queue is mefered by upsVea'm signal:, I Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs15212Walysis1r12PMBDM.syn Queues 2012 Build w/Mitigation Weekday Evening Peak Hour 6: DiPietro Avenue & Highland Avenue 1119/2009 Ac- r f 's n = Lane Group Flow (vph) 8 303 285 1210 161 425 1403 vlcRatio 0.14 0:93 0.96• 0:92 0.26>0.85 6.65 Control Delay 45.0 83.5 92.1 48.0 10.7 33.8 6.0 1. ' Queue.Delay 0.0 0;0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.0 83.5 92.1 48.0 10.7 33.8 6.0 Queue; Length 50th (ft) 2 234 231 493 29 265 96 ' Queue Length 95th (ft) 6 #362 #374 #647 84 m#309 m377 Internal Link Dist (ft) 489 749 630 821 Tum Bay Length (ft) 150 150 200 225 Base.Capacity(uph) 59 325 296 1312 609 502 2537 ' Starvation Cap Reductn 0 0 0 0 0 0 0 Spiliback Cap Reductn: 0 0. 0 0. 0 0 0 Storage Cap Reductn 0 0 0 6 0 0 0 ' Reduced vlc Ratio 0.14 093 0.96 ., 0.92 A26 :O.t25 0;66 n aom peme fouxnuie vumme exceeus capaary; queue mayge longer. Queue shown is maximum after two cycles. m Volur 95th percentile queue is mefered by upsVea'm signal:, I Transfer Station Expansion Synchro 7 - Report MAS/BG S:Wobs15212Walysis1r12PMBDM.syn Timings 2012 Build w/Mitigation Weekday Evening Peak Hour 6: DiPietro Avenue & Highland Avenue 111912009 A- ►r. f X' ,1 � ill Lane Configurations y V 9 to r tt Volume (vi 0 149 331 1143 172 `398. 13;19 - Tum Type Prot Prot Prot Protected Phases 4 3 3 2 2 1, 6 Permitted Phases Detector Phase 4 3 3 -. 2 2 11 6 Switch Phase Minimum Initial (s) 4:0 6.0 6.0 6.0 6.0 6.0 .: 6.0 Minimum Split (s) 8.0 11.0 11.0 11.0 11.0 11.0 11.0 Total Split (s) . 8.0 28:0 28.0 50.0 50.0 34:0. 84.0 Total Split 6.7% 23.3% 23.3% 41.7% 41.7% 28.3% 70.0% Yellow .Time (s) 3.0 4.0 4.0' 4.0 ;4:0 4:0. 4.0 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time AdjustQs) -; 0.0 0.0 0:0, 00 - ";0.0 0,0 00„ Total Lost Time (s) 4.0 5.0 5.0 5.0 5.0 5.0 5.0 LeailLag Lag Lead Lead '_ Lag ". L•ag Lead Lead -Lag Optimize? Yes Yes Recall Mode ' . -; None Nor a None GMm C;Min None : C Mm Act Effct Green (s) 4.1 23.2 23.2 46.1 46.1 34.1 85.2 Actuated gIC Ratio. 0.03- 019 0.19 0.38 0:38 0.28 , 0:71 vlc Ratio 0.14 0.93 0.96 0.92 0.26 0.85 0.55 Control Delay 45.0 83.5' 92.1 48:0 10:7 33.8. ` 6i0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.0 83.5 92.1 48.0 101 33:86.0 LOS D F F D B C A Approach Delay 45:0 87.7 43:8 IZ5 Approach LOS D F D B Cycle Length: 120 Actuated Cycle'Lepgtiii 120 Offset: 71 (59%), Referenced to phase 2:NET and UVirr, Start of Yellow Natural Cycle: 90 Control Type: Actuated -Coordinated Maximum vlc Ratio: 0.g6 Intersection Signal Delay 35.5 Intersection LOS D Intersection Capacity Utilization 90.1% ICO Level oCService E Analysis Period (min)15 ano rnases: o: luiv aUO Avenue I Transfer Station Expansion Synchro 7 - Report MASIBG S:IJobs152121Analysislrl2PMBDM.syn I 1 I 1 I 1 I 1 I 1 7 HCM Unsignalized Intersection Capacity Analysis 2012 Build Weekday Morning Peak Hour 11: Swampscott Road & South Site Drive 1119/2009 Lane Configurations 1� Volume (ve-hih) 479 Sign Control Free Grade . 00 Peak Hour Factor 0.92 Hourly flow rate (vph) 521 Pedestrians 1700 Lane Width (ft) ' 261 Walking Speed (fits) 0.31 Percent Blockage 004; —' Right tum flare (veh) 0 Metlian.type None Median storage veh) Upstream signal (it) pX, platoon unblocked vCconfiicting volume vC1, stage 1 cont vol vC2;slage 2 cont yol -, vCu, unblocked vol it;, single (s) IC, 2 stage (s) $ Y 8 fi 484 4 5 Free Stop 7 4 0.92 0.92 0.92 0.92 0.92 9 7' 526 4 5.,, None _ 2529 1064 '525 529 1064 525 4:9 p0 queue free % 99 98 99 cM capacty:(ve") 738 176 426 „` Transfer Station Expansion Synchro 7 - Report MASBG S:Uobs152121Analysistrl2AMBD.syn :. ;.. Volume Left 0 7 4 Volume Rigti( cSH 1700 738 261 Volume to Ca a' - 0.31 0.01 004; —' Queue Length 95th (ft) 0 1 3 Control Delay (s); 0.0 0:2 19:3 Lane LOS A C Approach Delay (s) 0.0 0.2 19.3 Approach LOS C Average Delay 0.3 Ihtersection Capaaty'U8liiatiob : 40.3%' .; ICU`Level of Service; A"+ Analysis Period (min) 15 Transfer Station Expansion Synchro 7 - Report MASBG S:Uobs152121Analysistrl2AMBD.syn HCM Unsignalized Intersection Capacity Analysis 2012 Build Weekday Evening Peak Hour 11: Swampscott Road & South Site Drive 111912009 Lane Configurations Volume (veh/h Sign Control Grade - Peak Hour Factor Hourly flow tate (vph)' Pedestrians Lane Width (ft) Walking Speed (fills) Percent Blockage Right turn flare (veh) Median.aype ` . Median storage veh) Upstream.:signar(ftj pX, platoon unblocked vG; conPochng iiolume . vC1, stage 1 cont vol vC2,'stage2'cpphvol vCu, unblocked vol tc, single (s). IC, 2 stage (s) w (s). p0 queue free % cM capacty(vehlh 670 Free 0% 0.92 728 None 2s9 M 5 6 426 —' 2 3 Free Stop 0% '0%, 0.92 0.92 0.92 0.92 0.92 5 7 463 2 3 2s9 4:2 40 , 99 98 99 2 603. 141 3.18: Transfer Station Expansion Synchro 7 - Report MASBG SMobs15212Vmalysistr12PMBD.syn Volume Left 0 7 2 Volume Righf .. ' . 5 p cSH 1700 603 211 Volume to Capacity . 0.4311:01 0.03; Queue Length 95th (ft) 0 1 2 Control Delay (s).. 0.0 0.3 22:5, Lane LOS A C Approach—Delay(s), OaP 0.3 22.5` Approach LOS n ec on um a Average Delay 0.2 Intersection Gapacily Utilization 4&.6% ICU,Level of Serviob A Analysis Period (min) 15 Transfer Station Expansion Synchro 7 - Report MASBG SMobs15212Vmalysistr12PMBD.syn I L I I 1 I 1 HCM Unsignalized Intersection Capacity Analysis 2012 Build Weekday Evening Peak Hour 9: Swampscott Road & North Site Drive 11/9/2009 t 1 1 Lane Configurations 465 `. f + M 0 Volume Neh/h) . 0 428 672 0 3 3 Sign Control 1700 Free Free Stop 0:27 G[aCe 0.03 0% 0% 0% 3 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourlyflow rate (vph) 0 465 730 0 3 3 Pedestrians C Lane.Width (ft) . Average Delay 0.1 Walking Speed (ft/s) 45.4%, . icvLevel of Service ' A: Analysis Period (min) Percent Blockages 15 Right tum flare (veh) Medan.type :' . None None Median storage veh) Upstream signal:(ft) 847 pX, platoon unblocked vC, conflichng'ivotu`me 730 1196" 730 vC1, stage 1 conf vol vC2;atage 2confvcl VCU, unblocked vol 730 1196 730 4.1 7.2 7.6; tC, 2 stage (s) p0 queue free % 100 98 99 dM eapacify (yefim) 874 145 317:- 0 ome :. 465 `. 730 7 Volume Left Left 0 0 3 Volume Right 0 0 3 cSH 1700 1700 199 Vo(ume-to Capapty 0:27 0:43 0.03 Queue Length 95th (ft) 0 0 3 Cori tiol Delay (s) 0.0 0:0 23.7 Lane LOS C Approach Delay (s) . 0.0 0.0 23.7 Approach LOS C Average Delay 0.1 Inte section:Capacity Utilization 45.4%, . icvLevel of Service ' A: Analysis Period (min) 15 Transfer Station Expansion Synchro 7 - Report MASIBG S:Uobs152121AnalysisV12PMBD.syn Volume:Total 525 530 10 Volume Left 0 0 HCM Unsignalized Intersection Capacity Analysis 2012 Build Weekday Morning Peak Hour 0 9: Swampscott Road & North Site Drive 4. cSH 111912009 1700 242 Volume to Capacity k r *'. I 0 0 a� =_ fffENIM,1� 'SNE Lane Configurations + + Y Approach Delay (s) 0.0 0.0 Volume (vehm) 483 0 0 .488 . 5 4 Sign Control Free Average Delay Free Stop 0.2 hitereection Capacity Utilization Grade 0% 35.7°6 IGlliCevel of Service A . 0% . 0% 15 ' Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Houdy flow rate:(vph) 525 0 0 530 5 4 Pedestrians Lane Width (ft) Walking Speed (fVs) Percent Blockage Right tum flare (veh) , Median type None None Median storage veh) Upstream signal (ft) 1204 pX, platoon unblocked ' vC;:confticting-volume 525: 1,055 525 vC1, stage 1 cont vol VC2 stage 2.conf`vol ' vCu, unblocked vol 525 1055 525 tC, single (s) 4.1 7:2 7:0 . tC, 2 stage (s) tF (s) 2.2 4.2 4.0 p0 queue free % 100 97 99 cM capacity.(vehm) 1042 180 426 ' Volume:Total 525 530 10 Volume Left 0 0 5 Vdume'R'ight 0 0 4. cSH 1700 1700 242 Volume to Capacity 0.31, 0.31 0.04 Queue Length 95th (ft) 0 0 3 Control Delay (s) 0.0 0.0 20,5 Lane LOS C Approach Delay (s) 0.0 0.0 20:5 Approach LOS C rs _ Average Delay 0.2 hitereection Capacity Utilization 35.7°6 IGlliCevel of Service A . Analysis Period (min) 15 Transfer Station Expansion Synchro 7 - Report MAS/BG S:Uobs152121AnalysisV12AMBD.syn