HomeMy WebLinkAboutTIS for the Power House ProjectBalancing Functionality and Livability since 1995
w-trans.com
TRAFFIC ENGINEERING
TRANSPORTATION PLANNING
April 18, 2024
Prepared for the County of Butte
Submitted by
W-Trans
Transportation Impact Study for the
Granite Construction Power House
Aggregate Project
i Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Table of Contents
Executive Summary .......................................................................................................................................................... 1
Introduction........................................................................................................................................................................ 2
Transportation Setting .................................................................................................................................................... 4
Project Data ........................................................................................................................................................................ 7
Circulation System ............................................................................................................................................................ 8
Vehicle Miles Traveled (VMT) ......................................................................................................................................... 9
Safety Issues ..................................................................................................................................................................... 10
Emergency Access .......................................................................................................................................................... 15
Capacity Analysis............................................................................................................................................................. 16
Conclusions and Recommendations ......................................................................................................................... 23
Study Participants and References ............................................................................................................................. 24
Figures
1. Project Site Locations and Haul Route............................................................................................................................. 3
2. Study Area and Existing Lane Configurations ............................................................................................................... 5
3. Existing Traffic Volumes ..................................................................................................................................................... 18
4. Future Traffic Volumes ....................................................................................................................................................... 20
5. Project Traffic Volumes ...................................................................................................................................................... 21
Tables
1. Collision Rates for the Study Intersections ..................................................................................................................... 6
2. Trip Generation Summary ................................................................................................................................................... 7
3. Maximum Queues in Turn Lanes at SR 70/Ophir Road ............................................................................................. 13
4. Intersection Level of Service Criteria .............................................................................................................................. 16
5. Existing Peak Hour Intersection Levels of Service ...................................................................................................... 17
6. Future Peak Hour Intersection Levels of Service ........................................................................................................ 19
7. Existing and Existing plus Project Peak Hour Intersection Levels of Service ...................................................... 19
8. Future and Future plus Project Peak Hour Intersection Levels of Service ........................................................... 22
Appendices
A. Collision Rate Calculations
B. Traffic Signal Warrants
C. Turn Lane Warrants
D. Unsignalized Queue Length Calculations
E. Intersection Level of Service Calculations
1 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Executive Summary
The Granite Construction Power House Aggregate facility is located on the west side of SR 70 south of the City of
Oroville in unincorporated Butte County. This report presents an analysis of the potential transportation impacts
and operational effects that would be associated with the proposed modification of the current Use Permit to
allow for the use of public roads to haul materials from the mine to the processing site. While not expected to
generate any new trips, the project would result in an expected average of 790 daily truck trips being added to
the public roadways, including 47 each during the morning and evening peak hours.
Pedestrian, cyclist, and transit facilities are adequate given the rural nature of the project area. The project would
not conflict with any existing policies or plans, so would have a less-than-significant impact on these facilities. The
project as proposed would have a less-than-significant impact on VMT because all new trips generated by this
project would be truck trips.
Sight distances at the existing driveways are adequate for entering and exiting drivers. To maximize sight lines
from the project driveway on Pacific Heights Road the existing trees near the driveway should be trimmed so that
branches are no lower than seven feet above the ground and any new signage, monuments, other structures, or
landscaping to be placed near the project entrance should be positioned outside of the vision triangles for a driver
waiting on the minor road approach.
At the request of Caltrans, consideration was given to the need for a traffic signal at the project driveway on SR 70,
though peak hour traffic volumes would not be sufficient to satisfy the minimum volume threshold. While a left-
turn lane is not warranted at the project driveway on SR 70 a right-turn lane is warranted, and it is therefore
recommended that a southbound right turn lane be constructed on SR 70 at the project driveway. No turn lanes
are warranted at the project driveway on Pacific Heights Road.
Maximum queues are expected to remain within the existing storage lengths for all study intersections for all
evaluated scenarios.
Proposed site access and on-site circulation are expected to function acceptably for emergency response vehicles
with incorporation of applicable design standards into any changes to the site layout. Traffic from the proposed
development would be expected to have a less-than-significant impact on emergency response times.
The study intersections of Pacific Heights Road/Ophir Road, SR 70/Ophir Road, and SR 70/Power House Hill Road
are currently operating acceptably at LOS A or B during both the morning and evening peak hours and would be
expected to continue to operate at LOS A or B overall under future volumes and with project trips added.
2 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Introduction
This report presents an analysis of the potential transportation impacts and operational effects that would be
associated with the proposed modification of the Use Permit for the Granite Construction Power House Aggregate
facility located on the west side of SR 70 south of the City of Oroville in unincorporated Butte County. The following
transportation analysis was complete in accordance with the criteria established by the county of Butte, reflects a
scope of work approved by County and Caltrans staff, and is consistent with standard traffic engineering
techniques.
Prelude
The purpose of a transportation impact study (TIS) is to provide County staff and policy makers with data that they
can use to make an informed decision regarding the potential transportation impacts of a proposed project, and
any associated improvements that would be required to mitigate these impacts to an acceptable level under the
California Environmental Quality Act (CEQA), the County’s General Plan, or other policies. Impacts associated with
the vehicle miles traveled (VMT) generated by the project; potential safety concerns such as increased queuing in
dedicated turn lanes, adequacy of sight distance, need for turn lanes, and need for additional right-of-way
controls; and emergency access are addressed in the context of the CEQA criteria.
While no longer a part of the CEQA review process, vehicular traffic service levels at key intersections and a
highway segment were evaluated for consistency with General Plan policies by determining the number of new
trips that the proposed use would be expected to generate, distributing these trips to the surrounding street
system based on anticipated travel patterns specific to the proposed project, then analyzing the effect the new
traffic would be expected to have on the study intersections and roadway segment, and determining the need for
improvements to maintain acceptable operation.
Applied Standards and Criteria
The report is organized to provide background data that supports the various aspects of the analysis, followed by
the assessment of CEQA issues and then evaluation of policy-related issues. The CEQA criteria evaluated are as
follows.
Would the project:
a. Conflict with a program, plan, ordinance, or policy addressing the circulation system, including transit,
roadway, bicycle, and pedestrian facilities?
b. Conflict or be inconsistent with CEQA Guidelines § 15064.3, subdivision (b)?
c. Substantially increase hazards due to a geometric design feature (e.g., sharp curves or dangerous
intersections) or incompatible uses (e.g., farm equipment)?
d. Result in inadequate emergency access?
The project was also evaluated against the County’s policies, which provide guidance relative to traffic impacts for
CEQA issues as well as the effects caused by traffic associated with new development and are outlined in the
County’s Traffic Impact Study Guidelines, last updated January 2021.
Project Profile
The proposed project is a modification of the existing Use Permit for the Granite Construction Power House
Aggregate facility to allow use of public roads to haul materials from the mine to the processing facility instead of
using private roads, as required under the existing permit. Both the mine site and the processing site are located
on the west side of SR 70 south of the City of Oroville in unincorporated Butte County. The mine site is accessible
from an existing driveway on SR 70 while the processing site is accessed from an existing driveway on the west
side of Pacific Heights Road. The locations of the mine and processing sites are shown in Figure 1 along with the
proposed haul route between sites via SR 70, Ophir Road, and Pacific Heights Road.
Transportation Impact Study for the Granite Construction Power House Aggregate Project
bux023.ai 5/23
Not to Scale
70
21
Power House
Mine Site
Paciöc Heights
Processing Site
3
Figure 1 – Project Site Locations and Haul Route
Source: Compass Land Group 6/6
4 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Transportation Setting
Study Area and Periods
The study area for the safety analyses consists of the project driveways and the segment of SR 70 between Ophir
Road and the mine site driveway approximately 2,300 feet south of the SR 70/Power House Hill Road (PHHR)
intersection. The study area for the operational analysis consists of the following intersections:
1. Pacific Heights Road/Ophir Road
2. SR 70/Ophir Road
3. SR 70/PHHR
Operating conditions during the weekday a.m. and p.m. peak periods were evaluated to capture the highest
potential impacts for the proposed project as well as the highest volumes on the local transportation network.
The morning peak hour occurs between 7:00 and 9:00 a.m. and reflects conditions during the home to work or
school commute, while the p.m. peak hour occurs between 4:00 and 6:00 p.m. and typically reflects the highest
level of congestion during the homeward bound commute. Counts were obtained at the study intersections on
March 30, 2023, specifically for this analysis, during clear weather and what could reasonably be expected to
represent typical traffic conditions.
Study Intersections
Pacific Heights Road/Ophir Road is a tee-intersection with the southbound and northbound approaches of
Pacific Heights Road being stop-controlled.
SR 70/Ophir Road is a four-way signalized intersection with protected left-turn phasing on all approaches and a
right-turn overlap on the northbound SR 70 approach. No crosswalks are marked at the intersection, though curb
ramps are provided on all four corners.
SR 70/PHHR is a tee-intersection with stop control on the terminating westbound PHHR approach. The
westbound approach has a channelized right-turn lane with a dedicated merge lane onto SR 70 so right-turning
traffic does not stop at the intersection.
The locations of the study intersections and the existing lane configurations and controls are shown in Figure 2.
Study Roadways
SR 70 is a four-lane highway that runs primarily north-south through the study area, with two 12-foot lanes and
one eight-foot shoulder in each direction along with a 14-foot center two-way left-turn lane (TWLTL). The highway
has a posted speed limit of 65 miles per hour (mph) and an Average Daily Traffic (ADT) volume of approximately
16,600 vehicles based on traffic count data collected on March 30, 2023.
Pacific Heights Road is a two-lane street oriented north-south with a 12-foot travel lane in each direction. The
roadway does not have a posted speed limit in the project vicinity so the prima facia speed limit of 55 mph applies.
Based on a count obtained on March 30, 2023, the segment along the project frontage has an ADT volume of
approximately 430 vehicles.
Transportation Impact Study for the Granite Construction Power House Aggregate Project
bux023.ai 5/23
Not to Scale
70
21
Power House
Mine Site
Paciöc Heights
Processing Site
3
Figure 2 – Study Area and Existing Lane Configurations
Project Driveway
Study Intersection
LEGEND
1
2
3
6 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Collision History
The collision history for the study area was reviewed to determine any trends or patterns that may indicate a safety
issue in the project vicinity. Collision rates were calculated based on records available from the California Highway
Patrol (CHP) as published in their Statewide Integrated Traffic Records System (SWITRS) reports. The most current
five-year period available is January 1, 2017, through December 31, 2021.
As presented in Table 1, the calculated collision rates for the study intersections were compared to average
collision rates for similar facilities statewide, as indicated in 2019 Collision Data on California State Highways,
California Department of Transportation (Caltrans). These average rates statewide are for intersections in the same
environment (urban, suburban, or rural), with the same number of approaches (three or four), and the same
controls (all-way stop, two-way stop, or traffic signal). The study intersections were compared to other signalized
four-legged intersections and stop-controlled three-legged intersections in a suburban environment. Both Pacific
Heights Road/Ophir Road and SR 70/Power House Hill Road had calculated collisions rates below the statewide
average indicating they are operating within normal safety parameters. However, the intersection of SR 70/Ophir
Road had a calculation collision rate more than double the statewide average rate so the individual collisions that
occurred at this location were reviewed in detail, as discussed below. The collision rate calculations are provided
in Appendix A.
Table 1 – Collision Rates for the Study Intersections
Study Intersection Number of
Collisions
(2017-2021)
Calculated
Collision Rate
(c/mve)
Statewide Average
Collision Rate
(c/mve)
1. SR 70/Ophir Rd 35 0.98 0.42
2. Pacific Heights Rd/Ophir Rd 0 0.00 0.17
3. SR 70/PHHR 2 0.08 0.17
Note: c/mve = collisions per million vehicles entering; bold text = rate above the Statewide average
Of the 35 total collisions that occurred at SR 70/Ophir Road within the five-year study period, 19 were classified as
rear-ends, seven were broadsides, four were head-on collisions, three were sideswipes, one was a hit object, and
one was labeled as “other”. The primary collision factors were unsafe speed (17 collisions), driving under the
influence (7 collisions), ignoring traffic signals and signs (5 collisions), improper turning (2 collisions), and a single
collision each were attributed to a right-of-way violation, pedestrian violation, unsafe starting and or backing, and
“other equipment”. The intersection is already equipped with many of the standard safety features typically
needed for safe operation and several safety improvements have already been installed along SR 70 at and in
advance of the intersection including overhead street lighting, rumble strips on both sides of each travel direction,
a striped double yellow median, flashing traffic signal ahead signs, and retroreflective traffic signal faceplate
backing. Caltrans may wish to continue monitoring collisions at the intersection to address safety concerns.
The collision rate for the study segment of SR 70 was also calculated and compared to the statewide average for
suburban divided four-lane roadways with speeds above 55 mph. The roadway had a collision rate of 0.85
collisions per million vehicle miles (c/mvm) compared to the statewide average of 0.86 c/mvm indicating that the
roadway is performing within normal expectations from a safety perspective.
7 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Project Data
The project is a Use Permit modification for an existing mine and processing plant to allow for use of public roads
including SR 70, Ophir Road, and Pacific Heights Road for truck travel between the mine and processing sites. The
sites and proposed route of travel are shown in Figure 1.
Trip Generation
As indicated in the Power House Aggregate Project Draft EIR (DEIR), Benchmark Resources, based on the estimated
amount of material to be transported, the project would be expected to generate a maximum of 720 trip ends
(360 trucks) on a peak day, assuming use of trucks with a 25-ton carrying capacity. The project would operate
between 5:00 a.m. and 9:00 p.m. Monday through Saturday during typical operations and up to 24 hours per day
seven days a week during peak operations. Although the number of trucks used on a peak day would likely be
spread out over a period of 24 hours, in order to provide a conservative estimate of the potential peak hour trip
generation and resulting operational effects on public streets, the total peak daily trucks were divided evenly
across the 16 operating hours on a typical day, resulting in an estimate of approximately 23 trucks an hour and 47
trips (after rounding the derived rate of 0.125 to two significant digits).
As shown in Table 2, when added to the already permitted existing employee and delivery trips, the project would
be expected to generate a total of 790 trips on peak days at the site’s access points, with 71 of these occurring
during each of the morning and evening peak hours. Because trucks require more time to enter a roadway and
accelerate to the free-flow travel speed, an equivalency of 3.0 passenger vehicles per truck was applied to estimate
the potential effect of adding 720 truck trips per day. After applying the passenger car equivalency (PCR) factor of
3.0, and including both the trucks and other trips, the project would be expected to generate 2,230 daily trips on
public streets (2,160 of which would be new), with 165 of these occurring in each peak hour.
Table 2 – Trip Generation Summary
Generator Units Daily AM Peak Hour PM Peak Hour
Rate Trips Rate Trips In Out Rate Trips In Out
Existing
Employees 20 3.00 60 1.00 20 20 0 1.00 20 0 20
Materials/Supplies 5 2.00 10 0.80 4 2 2 0.80 4 2 2
Total Existing Trips 70 24 22 2 24 2 22
Proposed
Trucks 360 2.00 720 0.13 47 24 23 0.13 47 23 24
PCE 3.0 2,160 141 72 69 141 69 72
Total Existing plus
Proposed Vehicle Trips
790 71 46 25 71 25 46
Total Existing plus Proposed
PCE Trips
2,230 165 94 71 165 71 94
Note: PCE = Passenger Car Equivalents
While the DEIR did not quantify trips associated with the existing agricultural production use, it was noted that
the number of daily and peak hour vehicle trips to and from the site is expected to be minimal with sight increases
during periods of harvesting.
Trip Distribution
All truck trips would be between the material site and the processing plant, so a 100-percent distribution along
this route was applied.
8 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Circulation System
This section addresses the first transportation bullet point on the CEQA checklist, which relates to the potential
for a project to conflict with a program, plan, ordinance, or policy addressing the circulation system, including
transit, roadway, bicycle, and pedestrian facilities.
Pedestrian, Bicycle, and Transit Facilities
There are no existing pedestrian or transit facilities in the vicinity of the project site. According to the Butte County
Department of Public Works, Pacific Heights Road is shown as a bike route in the County’s GIS database and
installation of Class II bike lanes is identified as a planned improvement in the Butte County Transit and Non-
Motorized Plan, Butte County Association of Governments (BCAG), 2021. The proposed project is a Use Permit
modification to allow use of public streets for the hauling of raw materials between a mine site and processing
plant. No other changes are proposed to the existing use permit including staffing levels so the proposed project
would not generate any new demand for pedestrian, bicycle, or transit facilities, nor does the project include any
components that would potentially preclude the County or Caltrans from implementing any future pedestrian,
bicycle, or transit enhancements. The impact is therefore considered less-than-significant.
Finding – The proposed project would have a less-than-significant impact on pedestrian, bicycle, and transit
access and facilities.
9 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Vehicle Miles Traveled (VMT)
As described in the Technical Advisory and CEQA Guidelines Section 15064.3, “vehicle miles traveled refers to the
amount and distance of automobile travel attributable to a project.” The Technical Advisory indicates “the term
‘automobile’ refers to on-road passenger vehicles, specifically cars and light duty trucks.” Therefore, a VMT analysis
does not appear relevant to the project since solely heavy trucking activity is proposed, and the project does not
include increased employment so there would be no new employee VMT to consider. Note that while CEQA does
not require a quantitative VMT analysis for circulation purposes, truck VMT is still considered in the Greenhouse
Gas (GHG) analysis, and the environmental impacts associated with heavy trucks assessed under that topic area.
Finding – The project as proposed would have a less-than-significant transportation impact on VMT because all
of the new trips generated by the project would be truck trips.
10 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Safety Issues
The potential for the project to impact safety was evaluated in terms of increased queuing in dedicated turn lanes,
adequacy of sight distance at the project driveways, and need for turn lanes. This section addresses the third
transportation bullet on the CEQA checklist which is whether or not the project would substantially increase
hazards due to a geometric design feature (e.g., sharp curves or dangerous intersections) or incompatible uses
(e.g., farm equipment).
Site Access
The processing plant is accessed from an existing private driveway on the west side of Pacific Heights Road
approximately 1,250 feet north of Ophir Road and the mine site is accessed from an existing private driveway on
the west side of SR 70 approximately 2,300 feet south of Power House Hill Road. As proposed, truck trips would
be diverted from private access roads linking the two sites to the public street network between the sites
consisting of SR 70, Ophir Road, and Pacific Heights Road.
Traffic Signal Warrants
A signal warrant analysis was performed to determine the potential need for a traffic signal at the project driveway
on SR 70. Chapter 4C of the California Manual on Uniform Traffic Control Devices (CA-MUTCD) provides guidance
on when a traffic signal should be considered. There are nine different warrants, or criteria, presented, as follows:
• Warrant 1, Eight-Hour Vehicular Volume
• Warrant 2, Four-Hour Vehicular Volume
• Warrant 3, Peak Hour Volume
• Warrant 4, Pedestrian Volume
• Warrant 5, School Crossing
• Warrant 6, Coordinated Signal System
• Warrant 7, Crash Experience
• Warrant 8, Roadway Network
• Warrant 9, Intersection Near a Grade Crossing
For the purposes of this study, Warrant 3, the Peak Hour volume warrant, which determines the need for traffic
control based on the highest volume hour of the day, was used as an initial indication of traffic control needs. The
use of this signal warrant is common practice for planning studies. Under the Peak Hour Warrant the need for a
traffic control signal shall be considered if an engineering study finds that the criteria in either of the following
two categories are met:
A. If all three of the following conditions exist for the same one hour (any four consecutive 15-minute
periods) of an average day:
1. The total stopped time delay experienced by the traffic on one minor-street approach (one direction
only) controlled by a STOP sign equals or exceeds: four vehicle-hours for a one-lane approach; or five
vehicle-hours for a two-lane approach, and
2. The volume on the same minor-street approach (one direction only) equals or exceeds 100 vehicles
per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes, and
3. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for
intersections with three approaches or 800 vehicles per hour for intersections with four or more
approaches.
B. The plotted point representing the vehicles per hour on the major street (total of both approaches) and
the corresponding vehicles per hour on the higher-volume minor-street approach (one direction only)
11 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
for one hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve
in Figure 4C-3 for the existing combination of approach lanes.
Under Existing plus Project and Future plus Project volumes, installation of a traffic signal would not be warranted
at the project driveway during either peak hour, even using the passenger car equivalent (PCE) volumes and the
reduced 70 percent criteria for speeds above 40 mph on the major street. Copies of the traffic signal warrants
worksheets are provided in Appendix B.
Finding – Peak hour traffic volumes would not be sufficient to warrant installation of a traffic signal at the project
driveway on SR 70.
Sight Distance
At unsignalized intersections and driveways a substantially clear line of sight should be maintained between the
driver of a vehicle waiting at the crossroad and the driver of an approaching vehicle. Adequate time should be
provided for the waiting vehicle to either cross, turn left, or turn right, without requiring the through traffic to
radically alter their speed.
Sight distances along SR 70 and Pacific Heights Road at the project driveways were evaluated based on sight
distance criteria contained in the Highway Design Manual (HDM) published by Caltrans. The recommended sight
distances are based on corner sight distances with the approach speed on the major street used as the basis for
determining the recommended sight distance and more corner sight distance needed for making a left turn versus
a right turn. Additionally, the stopping sight distance needed for a following driver to stop if there is a vehicle
waiting or slowing to turn into the driveways was evaluated based on stopping sight distance criterion and
approach speed on the major street.
As outlined in Chapter 4 of the HDM, corner sight distance is a function of approach travel speed and the time gap
required for the minor street motorist to enter the major street with a longer time gap needed for combination
truck and trailers compared to standard passenger vehicles, and an even longer time gap needed for crossing
multiple travel lanes. The minimum corner sight distance in feet is determined by the equation:
CSD = 1.47 (Vm) (Tg)
where Vm is the approach speed on the major street in mph and Tg is the time gap in seconds. For the posted speed
limit of 65 mph on SR 70 and a time gap of 12.2 seconds (11.5 for trucks plus an 0.7 for crossing an additional lane
of traffic), approximately 1,170 feet of corner sight distance would be needed for combination truck and trailers
to complete left turns from the mine site driveway onto SR 70. It should be noted that the project would not result
in any right turns onto SR 70 as all trucks would be traveling to the north from the mine site to the processing
plant. Field measurements were obtained at the location of the mine site driveway and were determined to extend
more than 1,200 feet in both directions as SR 70 is straight and flat near the driveway, which is adequate for left
turn movements and consequently would be adequate for right turns since left turns require more sight distance.
It should also be noted that there is an existing TWLTL on SR 70 at the project driveway so trucks would be able to
complete outbound left turns onto the highway in two stages to minimize disruption to the flow of traffic on SR
70. Consideration was also given to the adequacy of following sight distance on southbound SR 70 approaching
the mine site driveway. For speeds of 65 mph, 660 feet of stopping sight distance is needed and existing sight
lines extend more than 1,000 feet so would be more than adequate.
Pacific Heights Road does not have a posted speed limit so the prima facie speed of 55 mph was used for analysis
purposes. Using the same equation described above, but with a travel speed of 55 mph and a time gap of 10.5
seconds which is standard for trucks turning right, approximately 850 feet of corner sight distance would be
needed at the Pacific Heights Road driveway. Field measurements were obtained and it was determined that more
than 900 feet of sight distance is available looking north from the project driveway, which is more than adequate
to accommodate right turns.
It was also determined that there is approximately 360 feet of stopping sight distance available between a
motorist stopped waiting to turn left in the project driveway and a following motorist, which would be adequate
12 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
for speeds of up to 45 mph. While the prima facie speed limit is 55 mph, actual operating speeds are anticipated
to be below 55 mph in the northbound direction given the curvature of the roadway and the fact that motorists
would still be accelerating after turning onto northbound Pacific Heights Road from Ophir Road or stopping at
the Pacific Heights Road/Ophir Road intersection. Sight lines are primarily restricted by the presence of trees on
the west side of the roadway adjacent to a horizontal curve to the south of the driveway. To maximize sight lines
to the south of the processing plant driveway, it is recommended that the applicant trim and maintain the trees
so that no branches hang below seven feet in height. This improvement would be expected to increase sight lines
to more than 500 feet through the horizontal curve. Further, any new signage, monuments, or other structures to
be placed near the project driveways should be positioned outside of the vision triangles of a driver waiting on
the driveway approaches.
Finding – Existing sight lines are adequate to accommodate inbound right turns and outbound left turns at the
SR 70 driveway, as well as inbound left turns and outbound right turns at the Pacific Heights Road driveway.
Recommendation – While adequate stopping sight distance is available for speeds of 45 mph on northbound
Pacific Heights Road at the processing driveway, sight lines are limited by the presence of trees on the west side
of the roadway to the south of the driveway. To maximize sight lines, is recommended that the applicant trim and
maintain the trees so that no branches hang below seven feet in height. Additionally, any new signage,
monuments, or other structures to be placed near the project driveways should be positioned outside of the vision
triangles of a driver waiting on the driveway approaches.
Turn Lane Warrants and Design Criteria
Left-Turn Lane Warrants
The need for a left-turn lane on Pacific Heights Road at the project driveway was evaluated based on criteria
contained in the Intersection Channelization Design Guide, National Cooperative Highway Research Program
(NCHRP) Report No. 279, Transportation Research Board, 1985, as well as an update of the methodology developed
by the Washington State Department of Transportation and published in the Method For Prioritizing Intersection
Improvements, January 1997. The NCHRP report references a methodology developed by M. D. Harmelink that
includes equations that can be applied to expected or actual traffic volumes to determine the need for a left-turn
pocket based on safety issues.
Using Existing plus Project and Future plus Project volumes (which take into consideration PCE trips), a left-turn
lane is not warranted on Pacific Heights Road at the project driveway during either of the peak periods evaluated.
Copies of the turn lane warrant analysis sheets are provided in Appendix C.
Right-Turn Lane Warrants
The need for a right-turn lane or taper on SR 70 at the project driveway was evaluated based on criteria contained
in the Intersection Channelization Design Guide, NCHRP Report No. 279, Transportation Research Board, 1985. A
right-turn lane would consist of a lane installed to the right of the travel lane and would be a minimum of ten feet
wide, plus a shoulder where not adjacent to a curb. A right-turn taper is a shoulder area that gets progressively
wider as the motorist drives toward the intersection. Both improvements are meant to provide an area for
motorists turning right to move out of the traffic lane without impeding through traffic. Using the same criteria
contained in the Intersection Channelization Design Guide, installation of a right turn lane would be warranted
during the p.m. peak hour under both Existing plus Project and Future plus Project volumes, again considering
PCE trips. Therefore, it is recommended that the project driveway on SR 70 be improved to include a dedicated
turn lane for trucks to decelerate and complete right turns into the mine site.
Right-turn Lane Design Requirements
The design requirements for the right-turn deceleration lane on SR 70 were based on design criteria published by
Caltrans in the HDM. The design of a turn lane consists of three components; the storage portion of the lane, the
distance needed for deceleration, and the bay taper, which transitions the road width from the outside of the
through lane to the outside of the right-turn lane.
13 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
• Storage Needs – There is anticipated to be no queuing in the right turn lane because traffic on SR 70 has the
right-of-way and there would be no conflicting pedestrian and bicycle movements; therefore, no dedicated
space for queuing would be needed.
• Bay Taper – The HDM identifies 120 feet as an appropriate bay taper length for rural high-speed facilities such
as SR 70.
• Deceleration – Deceleration distances for related design speeds are summarized in Table 405.2B of the HDM.
While the speed limit for trucks is 55 mph, vehicles turning right into the mine site driveway would not need
to come to a complete stop before turning so the full amount of deceleration would not be needed. As a
result, a design speed of 50 mph was applied which translates to trucks traffic turning right at five mph. For
this condition, 435 feet of deceleration space is needed.
Finding – Volumes would not be sufficient to warrant installation of a left turn lane at the Pacific Heights Road
driveway, though installation of a right turn lane would be warranted at the SR 70 driveway.
Recommendation – The project driveway on SR 70 should be improved to include a southbound right-turn lane
with a 120-foot bay taper and 435 feet of deceleration space.
Queuing
Unsignalized Intersection
Queuing in the dedicated southbound left-turn pocket at the unsignalized study intersection of SR 70/ Power
House Hill Road was evaluated using a methodology contained in “Estimating Maximum Queue Length at
Unsignalized Intersections,” John T. Gard, ITE Journal, November 2001 to determine if the addition of project trips
would cause any queues to extend beyond the available stacking space. The maximum queue lengths were
estimated by assuming vehicle lengths of 25 feet and multiplying that by the number of vehicles expected to
queue. Based on Existing plus Project and Future plus Project volumes, the maximum queue during either peak
hour was determined to be no more than one vehicle or 25 feet. Therefore, the existing left-turn pocket length of
440 feet would be more than adequate to accommodate the anticipated queue. The queuing calculations are
provided in Appendix D.
Signalized Intersection
Under each scenario, the projected maximum queues in turn pockets at SR 70/Ophir Road were determined using
the Vistro software. The predicted 95th-percentile queue lengths are summarized in Table 3 and the queuing
calculations are contained in the Vistro output in Appendix E.
Table 3 – Maximum Queues in Turn Lanes at SR 70/Ophir Road
Turn Lane Available
Storage (ft)
95th-Percentile Queues (ft)
AM Peak Hour PM Peak Hour
E E+P F F+P E E+P F F+P
Northbound Right Turn 600 22 26 25 27 45 52 56 63
Northbound Left Turn 600 6 55 6 50 7 55 7 54
Southbound Right Turn 550 0 1 1 1 0 0 0 0
Southbound Left Turn 690 132 132 136 135 169 169 183 183
Westbound Right Turn 215 56 51 71 66 39 35 52 47
Westbound Left Turn 100 34 34 35 35 40 40 44 44
Notes: All distances are measured in feet; E = existing conditions; E+P = existing plus project conditions
14 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
None of the turn pockets at SR 70/Ophir Road are expected to reach or exceed queuing capacity. It should be
noted that queue lengths for westbound right-turning traffic likely decreased with the addition of project trips
due to longer left-turn phasing for northbound and southbound traffic as a result of project trips being left turns
onto Ophir Road which allows more time westbound right-turning traffic to occur simultaneously on the red light.
The conclusion could incorrectly be drawn that the project actually improves operation for the westbound right-
turn movement based on this data alone; however, it is more appropriate to conclude that the project trips are
expected to make use of excess capacity, so drivers will experience little, if any, change in queuing conditions as
a result of the project.
Finding – The project would not cause any queues to exceed available storage at the study intersections, so the
impact is considered less-than-significant.
15 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Emergency Access
The final transportation bullet on the CEQA checklist requires an evaluation as to whether the project would result
in inadequate emergency access or not.
Adequacy of Site Access
As proposed, the project would be accessed via two existing driveways, one on SR 70 and one on Pacific Heights
Road. According to design S-31 in Improvement Standards, Butte County Public Works, 2020, a private driveway
must have a minimum width of 16 feet. The Pacific Heights Road driveway is approximately 70 feet wide at the
transition from County to private property and would therefore far exceed the minimum requirements. The SR 70
driveway opening is approximately 24 feet wide at the edge of the public right-of-way so would also satisfy the
minimum requirements. However, as mentioned previously, installation of a right-turn lane would be warranted
on SR 70 at the project driveway. The improvements at the project driveway are anticipated to be designed to
accommodate large semi-trucks so would also be adequate for emergency response vehicles, which are typically
shorter in length and have a tighter turning radius than semi-trucks. As a result, access for emergency response
vehicles is expected to be adequate with incorporation of applicable design standards into the site design.
Off-Site Impacts
While the project would be expected to result in slight increases in delay for traffic in the surrounding vicinity,
emergency response vehicles can claim the right-of-way by using their lights and sirens; therefore, the project
would be expected to have a nominal effect on emergency response times.
Finding – Emergency access and circulation are anticipated to function acceptably with incorporation of
applicable design standards into the site layout and traffic from the proposed project would be expected to have
a less-than-significant impact on emergency response times.
16 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Capacity Analysis
Intersection Level of Service Methodologies
Level of Service (LOS) is used to rank traffic operation on various types of facilities based on traffic volumes and
roadway capacity using a series of letter designations ranging from A to F. Generally, Level of Service A represents
free flow conditions and Level of Service F represents forced flow or breakdown conditions. A unit of measure that
indicates a level of delay generally accompanies the LOS designation.
The study intersections were analyzed using methodologies published in the Highway Capacity Manual (HCM),
Transportation Research Board, 2016. This source contains methodologies for various types of intersection control,
all of which are related to a measurement of delay in average number of seconds per vehicle.
The Levels of Service for the intersections with side street stop controls, or those which are unsignalized and have
one or two approaches stop controlled, were analyzed using the “Two-Way Stop-Controlled” intersection capacity
method from the HCM. This methodology determines a level of service for each minor turning movement by
estimating the level of average delay in seconds per vehicle. Results are presented for individual movements
together with the weighted overall average delay for the intersection.
The study intersection of SR 70/Ophir Road was evaluated using the signalized methodology from the HCM. This
methodology is based on factors including traffic volumes, green time for each movement, phasing, whether the
signals are coordinated or not, truck traffic, and pedestrian activity. Average stopped delay per vehicle in seconds
is used as the basis for evaluation in this LOS methodology. For purposes of this study, delays were calculated
using signal timing.
The ranges of delay associated with the various Levels of Service are indicated in Table 4.
Table 4 – Intersection Level of Service Criteria
LOS Two-Way Stop-Controlled Signalized
A Delay of 0 to 10 seconds. Gaps in traffic are readily
available for drivers exiting the minor street.
Delay of 0 to 10 seconds. Most vehicles arrive
during the green phase, so do not stop at all.
B Delay of 10 to 15 seconds. Gaps in traffic are
somewhat less readily available than with LOS A, but
no queuing occurs on the minor street.
Delay of 10 to 20 seconds. More vehicles stop than
with LOS A, but many drivers still do not have to
stop.
C Delay of 15 to 25 seconds. Acceptable gaps in traffic
are less frequent, and drivers may approach while
another vehicle is already waiting to exit the side
street.
Delay of 20 to 35 seconds. The number of vehicles
stopping is significant, although many still pass
through without stopping.
D Delay of 25 to 35 seconds. There are fewer acceptable
gaps in traffic, and drivers may enter a queue of one or
two vehicles on the side street.
Delay of 35 to 55 seconds. The influence of
congestion is noticeable, and most vehicles have to
stop.
E Delay of 35 to 50 seconds. Few acceptable gaps in
traffic are available, and longer queues may form on
the side street.
Delay of 55 to 80 seconds. Most, if not all, vehicles
must stop and drivers consider the delay excessive.
F Delay of more than 50 seconds. Drivers may wait for
long periods before there is an acceptable gap in
traffic for exiting the side streets, creating long queues.
Delay of more than 80 seconds. Vehicles may wait
through more than one cycle to clear the
intersection.
Reference: Highway Capacity Manual, Transportation Research Board, 2016
17 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Traffic Operation Standards
County of Butte
In the Butte County General Plan 2040, Policy CIR-P6.1 establishes acceptable operations as follows:
The County shall strive to maintain a level of service (LOS) D or better during the peak hours for County-
maintained roads within the unincorporated areas of the county but outside municipalities’ spheres of
influence (SOI). Within a municipality’s SOI, the County shall strive to meet the municipality’s LOS goal.
Caltrans
Caltrans does not have a standard of significance relative to operation as this is no longer a CEQA issue. The Vehicle
Miles Traveled-Focused Transportation Impact Study Guide (TISG), published in May 2020, replaced the Guide for the
Preparation of Traffic Impact Studies, 2002. As indicated in the TISG, the Department is transitioning away from
requesting LOS or other vehicle operations analyses of land use projects and will instead focus on Vehicle Miles
Traveled (VMT).
Existing Conditions
The Existing Conditions scenario provides an evaluation of current operation based on existing traffic volumes
during the weekday a.m. and p.m. peak periods. This condition does not include project-generated traffic volumes.
Volume data was collected on March 3, 2023, during clear weather and typical traffic conditions.
Under Existing Conditions, all of the study intersections are operating acceptably at LOS A or B overall and LOS C
or better on the stop-controlled approaches. A summary of the intersection Level of Service calculations is
contained in Table 5. The existing traffic volumes are shown in Figure 3, and copies of the calculations are provided
in Appendix E.
Table 5 – Existing Peak Hour Intersection Levels of Service
Study Intersection AM Peak PM Peak
Approach Delay LOS Delay LOS
1. Pacific Heights Rd/Ophir Rd 6.5 A 5.7 A
Northbound (Pacific Heights Rd) Approach 8.6 A 8.7 A
Southbound (Pacific Heights Rd) Approach 9.1 A 9.1 A
2. SR 70/Ophir Rd 16.0 B 15.6 B
3. SR 70/PHHR 0.1 A 0.0 A
Westbound (PHHR) Approach 13.1 B 24.9 C
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way
stop-controlled intersections are indicated in italics
Future Conditions
In order to estimate future traffic volumes that would be expected upon buildout of the County’s General Plan, a
growth factor was calculated using peak hour volume information for SR 70 contained in the County’s 2040
General Plan Update and the Butte County General Plan Setting and Trends report. A growth factor of 1.14 was
applied uniformly to all movements at the study intersections to arrive at likely future turning movement volumes
for the horizon year 2040. No improvements were assumed to be in place at the study intersections.
Transportation Impact Study for the Granite Construction Power House Aggregate Project
bux023.ai 4/24
North
Not to ScalePacificHeightsRdOphirRdPower House Hill Rd
70
21
Power House
Mine Site
Pacific Heights
Processing Site
3
Palermo RdWelsh RdFigure 3 – Existing Traffic Volumes
(xx) PM Peak HourVolume
xx AM Peak HourVolume
Study Intersection
LEGEND
Project Driveway
15(20)
12(18)3 (2)15(13)(4) 3(9)191
265(192)
15 (21)
106(133)
(4)6
(10)0
(9)44 (0)341(656)209(293)(7) 5(452)553(166) 872
3(0)
1(5)461(779)1 (1)(620)628(6) 03
462(784)(626)628SR-70/Project Driveway
19 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Under Future Conditions, all of the study intersections are expected to continue operating acceptably at LOS A or
B overall and LOS C or better on the stop-controlled approaches. A summary of the intersection Level of Service
calculations is contained in Table 6, and future turning movement volumes are shown in Figure 4.
Table 6 – Future Peak Hour Intersection Levels of Service
Study Intersection AM Peak PM Peak
Approach Delay LOS Delay LOS
1. Pacific Heights Rd/Ophir Rd 6.6 A 5.8 A
Northbound (Pacific Heights Rd) Approach 8.6 A 8.8 A
Southbound (Pacific Heights Rd) Approach 9.1 A 9.2 A
2. SR 70/Ophir Rd 16.5 B 16.4 B
3. SR 70/PHHR 0.1 A 0.1 A
Westbound (PHHR) Approach 13.7 B 29.8 D
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; Results for minor approaches to two-way
stop-controlled intersections are indicated in italics
Project Conditions
Existing plus Project Conditions
Upon the addition of project-related traffic based on passenger car equivalents to the existing volumes, the study
intersections are expected to continue operating acceptably at LOS A or B overall and LOS D or better on minor
street approaches. These results are summarized in Table 7 and project traffic volumes are shown in Figure 5.
Table 7 – Existing and Existing plus Project Peak Hour Intersection Levels of Service
Study Intersection Existing Conditions Existing plus Project
Approach AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1. Pacific Heights Rd/Ophir Rd 6.5 A 5.7 A 5.6 A 5.2 A
NB (Pacific Heights Rd) Approach 8.6 A 8.7 A 8.6 A 8.9 A
SB (Pacific Heights Rd) Approach 9.1 A 9.1 A 9.8 A 9.8 B
2. SR 70/Ophir Rd 16.0 B 15.6 B 18.7 B 18.8 B
3. SR 70/PHHR 0.1 A 0.1 A 0.1 A 0.1 A
WB (PHHR) Approach 13.1 B 24.9 C 14.1 B 29.0 D
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; NB = Northbound; SB = Southbound; WB
= Westbound; Results for minor approaches to two-way stop-controlled intersections are indicated in italics
Finding – The study intersections are expected to continue operating acceptably upon the addition of project-
generated traffic to existing traffic volumes; therefore, the project would have an acceptable near-term effect on
operations.
Future plus Project Conditions
Upon the addition of project-related traffic to the anticipated future volumes, the study intersections are expected
to continue operating acceptably at LOS A or B overall and LOS D or better on minor street approaches. These
results are summarized in Table 8 and project traffic volumes are shown in Figure 5.
Transportation Impact Study for the Granite Construction Power House Aggregate Project
bux023.ai 4/24
North
Not to ScalePacificHeightsRdOphirRdPower House Hill Rd
70
21
Power House
Mine Site
Pacific Heights
Processing Site
3
Palermo RdWelsh RdFigure 4 – Future Traffic Volumes
3(0)
1(6)526(888)1 (1)(707)716(7) 03
302(219)
17 (24)
121(152)
(5)7
(11)0
(10)55 (0)389(748)238(334)(8) 6(515)630(189) 992
17(23)
14(21)3 (2)17(15)(5) 3(10)221
(xx) PM Peak HourVolume
xx AM Peak HourVolume
Study Intersection
LEGEND
Project Driveway527(894)(714)716SR-70/Project Driveway
Transportation Impact Study for the Granite Construction Power House Aggregate Project
bux023.ai 4/24
North
Not to ScalePacificHeightsRdOphirRdPower House Hill Rd
70
21
Power House
Mine Site
Pacific Heights
Processing Site
3
Palermo RdWelsh RdFigure 5 – Project Traffic Volumes 72(69)(72)693
(69)72 (72)692
69(72)72(69)1
(xx) PM Peak HourVolume
xx AM Peak HourVolume
Study Intersection
LEGEND
Project Driveway
SR-70/Project Driveway
(72)6972(69)
22 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Table 8 – Future and Future plus Project Peak Hour Intersection Levels of Service
Study Intersection Future Conditions Future plus Project
Approach AM Peak PM Peak AM Peak PM Peak
Delay LOS Delay LOS Delay LOS Delay LOS
1. Pacific Heights Rd/Ophir Rd 6.6 A 5.8 A 5.7 A 5.3 A
NB (Pacific Heights Rd) Approach 8.6 A 8.8 A 8.6 A 9.0 A
SB (Pacific Heights Rd) Approach 9.1 A 9.2 A 9.9 A 9.9 B
2. SR 70/Ophir Rd 16.5 B 16.4 B 18.6 B 19.2 B
3. SR 70/PHHR 0.1 A 0.1 A 0.1 A 0.1 A
WB (PHHR) Approach 13.7 B 29.8 D 14.8 B 34.9 D
Notes: Delay is measured in average seconds per vehicle; LOS = Level of Service; NB = Northbound; SB = Southbound; WB
= Westbound; Results for minor approaches to two-way stop-controlled intersections are indicated in italics
Finding – The study intersections are expected to continue operating acceptably upon the addition of project-
generated traffic to future volumes; therefore, the project would have an acceptable long-term effect on
operations.
23 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Conclusions and Recommendations
Conclusions
• The study intersections of Pacific Heights Road/Ophir Road and SR 70/Power House Hill Road had calculated
collision rates below the statewide average. SR 70/Ophir Road had a calculated collision rate more than twice
the statewide average for similar facilities. As SR 70/Ophir Road already has all of the features that would
normally be needed for safe operation, no specific recommendations to reduce the incidence of crashes were
identified.
• The proposed project is expected to generate 720 new daily truck trips on public streets on a daily basis with
47 truck trips occurring during each of the a.m. and p.m. peak hours. This would be equivalent to
approximately 2,160 new daily passenger car trips, with 141 trips during each peak hour.
• The project as proposed would have a less-than-significant impact on pedestrian, bicycle, and transit access.
• As heavy-duty trucks are not considered as an automobile, which excludes them from VMT analysis, and the
project solely consists of heavy-duty truck trips, the project as proposed would have a less-than-significant
impact on VMT.
• Peak hour traffic volumes would not be sufficient to warrant installation of a traffic signal at the project
driveway on SR 70.
• Existing sight lines are adequate to accommodate inbound right turns and outbound left turns at the SR 70
driveway, as well as inbound left turns and outbound right turns at the Pacific Heights Road driveway.
• Volumes would not be sufficient to warrant installation of a left turn lane at the Pacific Heights Road driveway,
though installation of a southbound right turn lane would be warranted at the SR 70 driveway.
• The project would not cause any queues to exceed available storage lengths at the study intersections, so the
project’s impact is considered less-than-significant.
• Emergency access and circulation are anticipated to function acceptably with incorporation of applicable
design standards into the site layout and traffic from the proposed project would be expected to have a less-
than-significant impact on emergency response times.
• The study intersections would operate acceptably based on the applicable operational standards under
Existing and Future volumes without and with the addition of project trips; therefore, the project would have
an acceptable effect on operations.
Recommendations
• Caltrans may wish to monitor collisions and the need for improvements at the intersection of SR 70/Ophir
Road given the above-average collision rate.
• While adequate stopping sight distance is available for speeds of 45 mph on northbound Pacific Heights Road
approaching the processing driveway, sight lines are limited by the presence of trees on the west side of the
roadway to the south of the driveway. To maximize sight lines, is recommended that the applicant trim and
maintain the trees so that no branches hang below seven feet in height. Additionally, any new signage,
monuments, or other structures to be placed near the project driveways should be positioned outside of the
vision triangles of a driver waiting on the driveway approaches.
• The project driveway on SR 70 should be improved to include a southbound right turn lane with a 120-foot
bay taper and 435 feet of deceleration space.
24 Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 18, 2024
Study Participants and References
Study Participants
Principal in Charge Dalene J. Whitlock, PE (Civil, Traffic), PTOE
Associate Engineer Cameron Nye, PE (Traffic)
Assistant Engineer William Andrews, EIT
Graphics Cameron Wong
Editing/Formatting Jessica Bender
Quality Control Dalene J. Whitlock, PE (Civil, Traffic), PTOE
References
“Estimating Maximum Queue Length at Unsignalized Intersections,” ITE Journal, John T. Gard, November 2001
2019 Collision Data on California State Highways, California Department of Transportation, 2021
Butte County General Plan 2040, Butte County, 2023
Butte County General Plan Update Settings and Trends, Butte County, 2021
Butte County Zoning Ordinance, Butte County, 2022
Draft Butte County General Plan 2040, Butte County, 2022
Guidelines for Reconstruction of Intersections, Ichiro Fukutome, 1985
Highway Capacity Manual, Transportation Research Board, 2016
Highway Design Manual, 7th Edition, California Department of Transportation, 2020
Improvement Standards, Butte County Public Works, 2006
Intersection Channelization Design Guide, National Cooperative Highway Research Program (NCHRP) Report No.
279, Transportation Research Board, 1985
Method for Prioritizing Intersection Improvements, Washington State Transportation Center, 1997
Power House Aggregate Expansion Project Draft EIR, Butte County, 2012
Site Traffic Analysis Co-Branded McDonald’s and Oil Service Facilities, Kenig, Lindgren, O’Hara, Aboona, Inc., 1996
Statewide Integrated Traffic Records System (SWITRS), California Highway Patrol, 2017-2021
Technical Advisory on Evaluating Transportation Impacts in CEQA, Governor's Office of Planning and Research,
2018
Traffic Impact Study Guidelines, County of Butte Department of Public Works, 2021
Transit & Non-Motorized Plan, Butte County Association of Governments, 2015
Trip Generation Manual, 11th Edition, Institute of Transportation Engineers, 2021
Vehicle Miles Traveled-Focused Transportation Impact Study Guide, California Department of Transportation, 2020
BUX023
A Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 2024
Appendix A
Collision Rate Calculations
Date of Count:
Number of Collisions: 35
Number of Injuries: 21
Number of Fatalities: 0
Average Daily Traffic (ADT): 19500
Start Date:
End Date:
Number of Years: 5
Intersection Type: Four-Legged
Control Type: Signals
Area: Suburban
35 x
19,500 x x 5
Study Intersection 0.98 c/mve
Statewide Average* 0.42 c/mve
Notes
c/mve = collisions per million vehicles entering intersection
* 2019 Collision Data on California State Highways, Caltrans
Date of Count:
Number of Collisions: 0
Number of Injuries: 0
Number of Fatalities: 0
Average Daily Traffic (ADT): 660
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Suburban
0x
660 x x 5
Study Intersection 0.00 c/mve
Statewide Average* 0.17 c/mve
Notes
c/mve = collisions per million vehicles entering intersection
* 2019 Collision Data on California State Highways, Caltrans
ADT x Days per Year x Number of Years
Injury Rate
0.0%
ADT = average daily total vehicles entering intersection
1.2%
0.0%
Collision Rate Fatality Rate
Collision Rate = 365
2:
Number of Collisions x 1 Million
0.5%
Collision Rate = ADT x Days per Year x Number of Years
60.0%
1,000,000
Injury RateFatality Rate
0.0%
Intersection Collision Rate Worksheet
January 1, 2018
December 31, 2022
Intersection #Highway 70 & Ophir Road
Collision Rate = 1,000,000
Pacific Heights Road & Ophir Road
37.4%
ADT = average daily total vehicles entering intersection
January 1, 2018
365
Intersection #
December 31, 2022
Number of Collisions x 1 MillionCollision Rate =
1:
Collision Rate
Granite Construction Power House Project TIS
Thursday, March 30, 2023
Thursday, March 30, 2023
39.9%
ns
4/18/2023
Page 1 of 11
Date of Count:
Number of Collisions: 2
Number of Injuries: 1
Number of Fatalities: 0
Average Daily Traffic (ADT): 14100
Start Date:
End Date:
Number of Years: 5
Intersection Type: Tee
Control Type: Stop & Yield Controls
Area: Suburban
2x
14,100 x x 5
Study Intersection 0.08 c/mve
Statewide Average* 0.17 c/mve
Notes
c/mve = collisions per million vehicles entering intersection
* 2019 Collision Data on California State Highways, Caltrans
ADT = average daily total vehicles entering intersection
1.2%
Thursday, March 30, 2023
50.0%
Intersection Collision Rate Worksheet
Intersection #
Fatality Rate
0.0%
Granite Construction Power House Project TIS
January 1, 2018
3: Highway 70 & Power House Hill Road/Project
Driveway
Collision Rate = Number of Collisions x 1 Million
ADT x Days per Year x Number of Years
December 31, 2022
39.9%
365
Collision Rate
Collision Rate = 1,000,000
Injury Rate
ns
4/18/2023
Page 2 of 11
B Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 2024
Appendix B
Traffic Signal Warrants
Warrant 3: Peak-Hour Volumes and Delay
Street Name
Direction
Number of Lanes
Approach Speed
Population less than 10,000?No
Date of Count:
Scenario:
Warrant 3 Met?: Met when either Condition A or B is met No
Condition A: Met when conditions A1, A2, and A3 are met Not Met
Condition A1 Not Met
0.41
Condition A2 Not Met
69 vph
Condition A3 Met
1230 vph
Condition B Not Met
Highway 70 & Project Driveway Project Name:BUX023
Butte County
Intersection:1
Major Street Minor Street
Highway 70 Project Driveway
N-S E-W
The volume on the same minor street approach (one direction only) equals or exceeds
100 vph for one moving lane of traffic of 150 vph for two moving lanes
21
65 25
Existing Plus Project AM Peak Hour
The total delay experienced by traffic on one minor street approach (one direction only)
controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach,
or five vehicle-hours for a two-lane approach
Minor Approach Delay: vehicle-hours
Thursday, March 30, 2023
Minor Approach Volume:
The total entering volume serviced during the hour equals or exceeds 800 vph for
intersections with four or more appraches or 650 vph for intersections with three
approaches
Total Entering Volume:
The plotted point falls above the curve
0
100
200
300
400
500
300 400 500 600 700 800 900 1000 1100 1200 1300
MINOR STREET―HIGHER VOLUME APPROACH (VPH)MAJOR STREET―TOTAL OF BOTH APPROACHES
VEHICLES PER HOUR (VPH)
Warrant 3, Peak Hour (70% Factor)
(COMMUNITY LESS THAN 10,000 POPULATION, OR ABOVE 40 MPH ON MAJOR STREET)
2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE LANES & 1 LANE
1 LANE & 1 LANE
4/16/2024 Signal Warrant Analysis
Warrant 3: Peak-Hour Volumes and Delay
Street Name
Direction
Number of Lanes
Approach Speed
Population less than 10,000?No
Date of Count:
Scenario:
Warrant 3 Met?: Met when either Condition A or B is met No
Condition A: Met when conditions A1, A2, and A3 are met Not Met
Condition A1 Not Met
0.7
Condition A2 Not Met
72 vph
Condition A3 Met
1540 vph
Condition B Not Met
Minor Approach Volume:
The total entering volume serviced during the hour equals or exceeds 800 vph for
intersections with four or more appraches or 650 vph for intersections with three
approaches
Total Entering Volume:
The plotted point falls above the curve
The volume on the same minor street approach (one direction only) equals or exceeds
100 vph for one moving lane of traffic of 150 vph for two moving lanes
21
65 25
Existing Plus Project PM Peak Hour
The total delay experienced by traffic on one minor street approach (one direction only)
controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach,
or five vehicle-hours for a two-lane approach
Minor Approach Delay: vehicle-hours
Thursday, March 30, 2023
Major Street Minor Street
Highway 70 Project Driveway
N-S E-W
Highway 70 & Project Driveway Project Name:BUX023
Butte County
Intersection:1
0
100
200
300
400
500
300 400 500 600 700 800 900 1000 1100 1200 1300
MINOR STREET―HIGHER VOLUME APPROACH (VPH)MAJOR STREET―TOTAL OF BOTH APPROACHES
VEHICLES PER HOUR (VPH)
Warrant 3, Peak Hour (70% Factor)
(COMMUNITY LESS THAN 10,000 POPULATION, OR ABOVE 40 MPH ON MAJOR STREET)
2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE LANES & 1 LANE
1 LANE & 1 LANE
4/16/2024 Signal Warrant Analysis
Warrant 3: Peak-Hour Volumes and Delay
Street Name
Direction
Number of Lanes
Approach Speed
Population less than 10,000?No
Date of Count:
Scenario:
Warrant 3 Met?: Met when either Condition A or B is met No
Condition A: Met when conditions A1, A2, and A3 are met Not Met
Condition A1 Not Met
0.49
Condition A2 Not Met
69 vph
Condition A3 Met
1383 vph
Condition B Not Met
Highway 70 & Project Driveway Project Name:BUX023
Butte County
Intersection:1
Major Street Minor Street
Highway 70 Project Driveway
N-S E-W
The volume on the same minor street approach (one direction only) equals or exceeds
100 vph for one moving lane of traffic of 150 vph for two moving lanes
21
65 25
Future Plus Project AM Peak Hour
The total delay experienced by traffic on one minor street approach (one direction only)
controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach,
or five vehicle-hours for a two-lane approach
Minor Approach Delay: vehicle-hours
Thursday, March 30, 2023
Minor Approach Volume:
The total entering volume serviced during the hour equals or exceeds 800 vph for
intersections with four or more appraches or 650 vph for intersections with three
approaches
Total Entering Volume:
The plotted point falls above the curve
0
100
200
300
400
500
300 400 500 600 700 800 900 1000 1100 1200 1300
MINOR STREET―HIGHER VOLUME APPROACH (VPH)MAJOR STREET―TOTAL OF BOTH APPROACHES
VEHICLES PER HOUR (VPH)
Warrant 3, Peak Hour (70% Factor)
(COMMUNITY LESS THAN 10,000 POPULATION, OR ABOVE 40 MPH ON MAJOR STREET)
2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE LANES & 1 LANE
1 LANE & 1 LANE
4/16/2024 Signal Warrant Analysis
Warrant 3: Peak-Hour Volumes and Delay
Street Name
Direction
Number of Lanes
Approach Speed
Population less than 10,000?No
Date of Count:
Scenario:
Warrant 3 Met?: Met when either Condition A or B is met No
Condition A: Met when conditions A1, A2, and A3 are met Not Met
Condition A1 Not Met
0.98
Condition A2 Not Met
72 vph
Condition A3 Met
1736 vph
Condition B Not Met
Highway 70 & Project Driveway Project Name:BUX023
Butte County
Intersection:1
Major Street Minor Street
Highway 70 Project Driveway
N-S E-W
The volume on the same minor street approach (one direction only) equals or exceeds
100 vph for one moving lane of traffic of 150 vph for two moving lanes
21
65 25
Future Plus Project PM Peak Hour
The total delay experienced by traffic on one minor street approach (one direction only)
controlled by a STOP sign equals or exceeds four vehicle-hours for a one lane approach,
or five vehicle-hours for a two-lane approach
Minor Approach Delay: vehicle-hours
Thursday, March 30, 2023
Minor Approach Volume:
The total entering volume serviced during the hour equals or exceeds 800 vph for
intersections with four or more appraches or 650 vph for intersections with three
approaches
Total Entering Volume:
The plotted point falls above the curve
0
100
200
300
400
500
300 400 500 600 700 800 900 1000 1100 1200 1300
MINOR STREET―HIGHER VOLUME APPROACH (VPH)MAJOR STREET―TOTAL OF BOTH APPROACHES
VEHICLES PER HOUR (VPH)
Warrant 3, Peak Hour (70% Factor)
(COMMUNITY LESS THAN 10,000 POPULATION, OR ABOVE 40 MPH ON MAJOR STREET)
2 OR MORE LANES & 2 OR MORE LANES
2 OR MORE LANES & 1 LANE
1 LANE & 1 LANE
4/16/2024 Signal Warrant Analysis
C Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 2024
Appendix C
Turn Lane Warrants
(veh/hr)(veh/hr)
462 628
72
Southbound Speed Limit: 65 mph Speed Limit: 65 mph
Southbound Configuration:Configuration:
1. Check for right turn volume criteria
2. Check advance volume threshold criteria for turn lane
AV = 751.8Va = 534
No
NO
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = -1066.6667
YES
= Through Volume
SR 70
Right Turn Taper Warranted:
(evaluate if right turn lane is unwarranted)
Va = 534
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
Yes
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
Thresholds not met, continue to next step
If AV<Va then warrant is met
Advancing Volume
Project Driveway 4 Lanes - Divided
Southbound
Thresholds not met, continue to next step
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants
Right Turn Volume == Left Turn Volume
4 Lanes
Southbound
SR 70
Study Intersection: Highway 70 and Project Driveway
Study Scenario: Existing AM Peak Hour Plus Project Trips
North/South From the West
W-Trans 4/17/2024
(veh/hr)(veh/hr)
784 626
69
Southbound Speed Limit: 65 mph Speed Limit: 65 mph
Southbound Configuration:Configuration:
1. Check for right turn volume criteria
2. Check advance volume threshold criteria for turn lane
AV = 793.8Va = 853
Yes
YES
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = -
-
= Through Volume
SR 70
Right Turn Taper Warranted:
(evaluate if right turn lane is unwarranted)
Va = -
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
-
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
N/A
If AV<Va then warrant is met
Advancing Volume
Project Driveway 4 Lanes - Divided
Southbound
Thresholds not met, continue to next step
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants
Right Turn Volume == Left Turn Volume
4 Lanes
Southbound
SR 70
Study Intersection: Highway 70 and Project Driveway
Study Scenario: Existing PM Peak Hour Plus Project Trips
North/South From the West
W-Trans 4/17/2024
(veh/hr)(veh/hr)
18 18
0 72
Southbound Speed Limit: 55 mph Northbound Speed Limit: 55 mph
Southbound Configuration:Northbound Configuration:
1. Check for right turn volume criteria %lt 80.0 %
AV 359 veh/hr
2. Check advance volume threshold criteria for turn lane
AV = -Va = 18
-
NO
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = - Study Intersection
NO NO
Pacific Heights Road
Study Intersection: Pacific Heights Road and Project Driveway
Study Scenario: Exisiting AM Peak Hour Plus Project Trips
North/South From the West
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants Left Turn Lane Warrants
Right Turn Volume == Left Turn Volume
2 Lanes - Undivided
Southbound
Advancing Volume Threshold
2 Lanes - Undivided
Southbound
NOT WARRANTED Less than 40 vehicles
Project Driveway
Percentage Left Turns
If AV<Va then warrant is met
Northbound
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
-
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
Turn lane warranted if point falls to right of warrant threshold line
Two lane roadway warrant threshold for: 55
NOT WARRANTED - Less than 20 vehicles
If AV<Va then warrant is met
Advancing Volume
Right Turn Taper Warranted: Left Turn Lane Warranted:
(evaluate if right turn lane is unwarranted)
Va = 18 mph
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
= Through Volume
Pacific Heights Road
0
100
200
300
400
500
600
700
800
900
1000
0 200 400 600 800 1000Opposing Volume (Vo)Advancing Volume (Va)
W-Trans 6/14/2023
(veh/hr)(veh/hr)
15 24
0 69
Southbound Speed Limit: 55 mph Northbound Speed Limit: 55 mph
Southbound Configuration:Northbound Configuration:
1. Check for right turn volume criteria %lt 74.2 %
AV 360 veh/hr
2. Check advance volume threshold criteria for turn lane
AV = -Va = 15
-
NO
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = - Study Intersection
NO NO
= Through Volume
Pacific Heights Road
Right Turn Taper Warranted: Left Turn Lane Warranted:
(evaluate if right turn lane is unwarranted)
Va = 15 mph
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
-
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
Turn lane warranted if point falls to right of warrant threshold line
Two lane roadway warrant threshold for: 55
NOT WARRANTED - Less than 20 vehicles
If AV<Va then warrant is met
Advancing Volume
Project Driveway
Percentage Left Turns
If AV<Va then warrant is met
Northbound
Advancing Volume Threshold
2 Lanes - Undivided
Southbound
NOT WARRANTED Less than 40 vehicles
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants Left Turn Lane Warrants
Right Turn Volume == Left Turn Volume
2 Lanes - Undivided
Southbound
Pacific Heights Road
Study Intersection: Pacific Heights Road and Project Driveway
Study Scenario: Exisitng PM Peak Hour Plus Project Trips
North/South From the West
0
100
200
300
400
500
600
700
800
900
1000
0 200 400 600 800 1000Opposing Volume (Vo)Advancing Volume (Va)
W-Trans 6/14/2023
(veh/hr)(veh/hr)
527 716
72
Southbound Speed Limit: 65 mph Speed Limit: 65 mph
Southbound Configuration:Configuration:
1. Check for right turn volume criteria
2. Check advance volume threshold criteria for turn lane
AV = 751.8Va = 599
No
NO
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = -1066.6667
YES
SR 70
Study Intersection: Highway 70 and Project Driveway
Study Scenario: Future AM Peak Hour Plus Project Trips
North/South From the West
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants
Right Turn Volume == Left Turn Volume
4 Lanes
Southbound
4 Lanes - Divided
Southbound
Thresholds not met, continue to next step
Project Driveway
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
Yes
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
Thresholds not met, continue to next step
If AV<Va then warrant is met
Advancing Volume
Right Turn Taper Warranted:
(evaluate if right turn lane is unwarranted)
Va = 599
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
= Through Volume
SR 70
W-Trans 4/17/2024
(veh/hr)(veh/hr)
894 714
69
Southbound Speed Limit: 65 mph Speed Limit: 65 mph
Southbound Configuration:Configuration:
1. Check for right turn volume criteria
2. Check advance volume threshold criteria for turn lane
AV = 793.8Va = 963
Yes
YES
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = -
-
SR 70
Study Intersection: Highway 70 and Project Driveway
Study Scenario: Future PM Peak Hour Plus Project Trips
North/South From the West
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants
Right Turn Volume == Left Turn Volume
4 Lanes
Southbound
4 Lanes - Divided
Southbound
Thresholds not met, continue to next step
Project Driveway
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
-
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
N/A
If AV<Va then warrant is met
Advancing Volume
Right Turn Taper Warranted:
(evaluate if right turn lane is unwarranted)
Va = -
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
= Through Volume
SR 70
W-Trans 4/17/2024
(veh/hr)(veh/hr)
20 20
0 72
Southbound Speed Limit: 55 mph Northbound Speed Limit: 55 mph
Southbound Configuration:Northbound Configuration:
1. Check for right turn volume criteria %lt 78.3 %
AV 358 veh/hr
2. Check advance volume threshold criteria for turn lane
AV = -Va = 20
-
NO
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = - Study Intersection
NO NO
Pacific Heights Road
Study Intersection: Pacific Heights Road and Project Driveway
Study Scenario: Future AM Peak Hour Plus Project Trips
North/South From the West
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants Left Turn Lane Warrants
Right Turn Volume == Left Turn Volume
2 Lanes - Undivided
Southbound
Advancing Volume Threshold
2 Lanes - Undivided
Southbound
NOT WARRANTED Less than 40 vehicles
Project Driveway
Percentage Left Turns
If AV<Va then warrant is met
Northbound
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
-
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
Turn lane warranted if point falls to right of warrant threshold line
Two lane roadway warrant threshold for: 55
NOT WARRANTED - Less than 20 vehicles
If AV<Va then warrant is met
Advancing Volume
Right Turn Taper Warranted: Left Turn Lane Warranted:
(evaluate if right turn lane is unwarranted)
Va = 20 mph
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
= Through Volume
Pacific Heights Road
0
100
200
300
400
500
600
700
800
900
1000
0 200 400 600 800 1000Opposing Volume (Vo)Advancing Volume (Va)
W-Trans 6/14/2023
(veh/hr)(veh/hr)
17 28
0 69
Southbound Speed Limit: 55 mph Northbound Speed Limit: 55 mph
Southbound Configuration:Northbound Configuration:
1. Check for right turn volume criteria %lt 71.1 %
AV 359 veh/hr
2. Check advance volume threshold criteria for turn lane
AV = -Va = 17
-
NO
Right Turn Taper Warrants
1. Check taper volume criteria
2. Check advance volume threshold criteria for taper
AV = - Study Intersection
NO NO
Pacific Heights Road
Study Intersection: Pacific Heights Road and Project Driveway
Study Scenario: Future PM Peak Hour Plus Project Trips
North/South From the West
Southbound Volumes Northbound Volumes
Right Turn Lane Warrants Left Turn Lane Warrants
Right Turn Volume == Left Turn Volume
2 Lanes - Undivided
Southbound
Advancing Volume Threshold
2 Lanes - Undivided
Southbound
NOT WARRANTED Less than 40 vehicles
Project Driveway
Percentage Left Turns
If AV<Va then warrant is met
Northbound
Turn Lane Warrant Analysis - Tee Intersections
Direction of Analysis Street: Cross Street Intersects:
The left turn lane analysis is based on work conducted by M.D. Harmelink in 1967, and modified by Kikuchi and Chakroborty in 1991.
Advancing Volume Threshold
Advancing Volume Threshold
The right turn lane and taper analysis is based on work conducted by Cottrell in 1981.
-
Methodology based on Washington State Transportation Center Research Report Method For Prioritizing Intersection Improvements, January 1997.
Through Volume =
Turn lane warranted if point falls to right of warrant threshold line
Two lane roadway warrant threshold for: 55
NOT WARRANTED - Less than 20 vehicles
If AV<Va then warrant is met
Advancing Volume
Right Turn Taper Warranted: Left Turn Lane Warranted:
(evaluate if right turn lane is unwarranted)
Va = 17 mph
Right Turn Lane Warranted:
If AV<Va then warrant is met
Advancing Volume
= Through Volume
Pacific Heights Road
0
100
200
300
400
500
600
700
800
900
1000
0 200 400 600 800 1000Opposing Volume (Vo)Advancing Volume (Va)
W-Trans 6/14/2023
D Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 2024
Appendix D
Unsignalized Queue Length Calculations
Lanes
NorthboundWestbound
Eastbound
-
-
-
SR 70SouthboundMaximum Queues (veh)SR 70
716
mph
Power House Hill Road9
0
1
65
SR 70
1
0
3
-
0
0 Eastbound Power House Hill Road-
0
1
Northbound-
Two-Way Stop-Controlled Intersections
Maximum Queue Length
526
Uncontrolled Legs Speed Limit:SR 70
Through Street:
Volume Inputs (veh/hr)
# Lanes on Uncontrolled Legs:
Scenario:Southbound2
Westbound
SR 70
Power House Hill Road East/West
Future AM Plus Project
Source: John T. Gard, ITE Journal, November 2001, "Estimating Maximum Queue Length at Unsignalized
Intersections"
Side Street: Stop Controlled Legs:
Lanes
NorthboundWestbound
Eastbound
-
-
-
SR 70SouthboundMaximum Queues (veh)SR 70
707
mph
Power House Hill Road-
0
2
65
SR 70
1
7
0
-
0
0 Eastbound Power House Hill Road-
0
6
Northbound-
Two-Way Stop-Controlled Intersections
Maximum Queue Length
888
Uncontrolled Legs Speed Limit:SR 70
Through Street:
Volume Inputs (veh/hr)
# Lanes on Uncontrolled Legs:
Scenario:Southbound2
Westbound
SR 70
Power House Hill Road East/West
Future PM Plus Project
Source: John T. Gard, ITE Journal, November 2001, "Estimating Maximum Queue Length at Unsignalized
Intersections"
Side Street: Stop Controlled Legs:
E Transportation Impact Study for the Granite Construction Power House Aggregate Project
April 2024
Appendix E
Intersection Level of Service Calculations
0.005Volume to Capacity (v/c):
ALevel Of Service:
9.4Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
1801400004182240Total Analysis Volume [veh/h]
404000014610Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85001.00000.85001.00001.00001.00001.00000.85000.85000.85000.85001.0000Peak Hour Factor
1501200003151930Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
1501200003151930Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
AIntersection LOS
6.54d_I, Intersection Delay [s/veh]
AAAAApproach LOS
3.172.429.078.56d_A, Approach Delay [s/veh]
0.650.650.650.000.000.001.861.861.861.931.931.9395th-Percentile Queue Length [ft/ln]
0.030.030.030.000.000.000.070.070.070.080.080.0895th-Percentile Queue Length [veh/ln]
AAAAAAAAAAAAMovement LOS
0.000.007.240.000.007.258.459.349.018.419.388.86d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.000.020.020.000.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.372Volume to Capacity (v/c):
BLevel Of Service:
16.0Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
106171180043379232796146Total Analysis Volume [veh/h]
2642900119558201541Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.90000.90000.90000.90000.90000.90000.90000.90000.90000.90000.90000.9000Peak Hour Factor
95151060043341209715535Total Hourly Volume [veh/h]
170007001001600Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
265151066044341209875535Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490202301417Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
56.428.2333.640.004.730.4327.70132.4922.4694.596.0395th-Percentile Queue Length [ft/ln]
2.260.331.350.000.190.021.115.300.903.780.2495th-Percentile Queue Length [veh/ln]
31.354.5718.690.002.630.2415.3973.6012.4852.553.3550th-Percentile Queue Length [ft/ln]
1.250.180.750.000.110.010.622.940.502.100.1350th-Percentile Queue Length [veh/ln]
YesNoNoNoYesNoNoYesNoYesNoCritical Lane Group
CCCADAACBBDLane Group LOS
24.9422.2528.130.0046.995.506.3429.3011.0413.1043.41d, Delay for Lane Group [s/veh]
0.460.060.470.000.350.000.190.800.120.410.37X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
1.410.101.360.0017.240.010.205.070.360.8413.77d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
23.5322.1626.770.0029.765.496.1424.2310.6812.2629.63d1, Uniform Delay [s]
231272252148119112040290666149216c, Capacity [veh/h]
15891870345918701781158935601781158935601781s, saturation flow rate [veh/h]
0.070.010.030.000.000.000.110.130.050.170.00(v / s)_i Volume / Saturation Flow Rate
0.150.150.070.080.010.570.570.160.420.420.01g / C, Green / Cycle
9945034341025251g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]43.41 13.10 11.04 29.30 6.34 5.50 46.99 0.00 0.00 28.13 22.25 24.94
Movement LOS D B B C A A D A A C C C
d_A, Approach Delay [s/veh]13.13 15.01 46.99 26.31
Approach LOS B B D C
d_I, Intersection Delay [s/veh]16.00
Intersection LOS B
Intersection V/C 0.372
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 533 333 333
d_b, Bicycle Delay [s]20.87 16.17 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.149 2.067 1.578 2.238
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.004Volume to Capacity (v/c):
CLevel Of Service:
20.9Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
3010000490106680Total Analysis Volume [veh/h]
1000000123001670Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.94000.94000.94000.94000.94000.94000.94000.94000.94000.94000.94000.9400Peak Hour Factor
3010000461106280Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
3010000461106280Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
CIntersection LOS
0.05d_I, Intersection Delay [s/veh]
BCAAApproach LOS
13.0717.340.020.00d_A, Approach Delay [s/veh]
0.340.330.330.000.000.000.000.000.080.000.000.0095th-Percentile Queue Length [ft/ln]
0.010.010.010.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BCCACCAAAAAAMovement LOS
10.4623.6320.899.7723.5618.700.000.008.930.000.008.37d_M, Delay for Movement [s/veh]
0.000.000.000.000.000.000.000.000.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 1: 1 AM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.006Volume to Capacity (v/c):
ALevel Of Service:
9.5Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
2402100002151150Total Analysis Volume [veh/h]
605000014310Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.8500Peak Hour Factor
200180000213940Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
200180000213940Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
AIntersection LOS
5.72d_I, Intersection Delay [s/veh]
AAAAApproach LOS
3.382.429.088.72d_A, Approach Delay [s/veh]
0.980.980.980.000.000.001.441.441.441.241.241.2495th-Percentile Queue Length [ft/ln]
0.040.040.040.000.000.000.060.060.060.050.050.0595th-Percentile Queue Length [veh/ln]
AAAAAAAAAAAAMovement LOS
0.000.007.250.000.007.268.459.439.038.389.488.93d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.000.020.010.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.355Volume to Capacity (v/c):
BLevel Of Service:
15.6Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
7422139010906833051344717Total Analysis Volume [veh/h]
18535032017176341182Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.96000.96000.96000.96000.96000.96000.96000.96000.96000.96000.96000.9600Peak Hour Factor
7121133010906562931294527Total Hourly Volume [veh/h]
121004003003700Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
19221133410906562931664527Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490192301418Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
39.0610.9339.865.608.150.0054.24168.6444.6076.876.6995th-Percentile Queue Length [ft/ln]
1.560.441.590.220.330.002.176.751.783.070.2795th-Percentile Queue Length [veh/ln]
21.706.0722.153.114.530.0030.1493.6924.7842.713.7250th-Percentile Queue Length [ft/ln]
0.870.240.890.120.180.001.213.750.991.710.1550th-Percentile Queue Length [veh/ln]
YesNoNoNoYesNoNoYesNoYesNoCritical Lane Group
CCCCDAACBBDLane Group LOS
24.6522.9928.3926.3840.300.007.0827.9413.3613.9242.16d, Delay for Lane Group [s/veh]
0.350.090.530.080.400.000.330.830.220.350.38X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
0.980.151.640.2410.840.000.445.020.840.7012.58d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
23.6822.8426.7526.1429.460.006.6522.9212.5313.2229.58d1, Uniform Delay [s]
212250263131239182056366608136118c, Capacity [veh/h]
15891870345918701781158935601781158935601781s, saturation flow rate [veh/h]
0.050.010.040.010.010.000.190.170.080.130.00(v / s)_i Volume / Saturation Flow Rate
0.130.130.080.070.010.580.580.200.380.380.01g / C, Green / Cycle
8854135351223231g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]42.16 13.92 13.36 27.94 7.08 0.00 40.30 26.38 26.38 28.39 22.99 24.65
Movement LOS D B B C A A D C C C C C
d_A, Approach Delay [s/veh]14.12 13.52 32.97 26.71
Approach LOS B B C C
d_I, Intersection Delay [s/veh]15.59
Intersection LOS B
Intersection V/C 0.355
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 499 333 333
d_b, Bicycle Delay [s]20.87 16.91 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.095 2.377 1.598 2.147
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.027Volume to Capacity (v/c):
CLevel Of Service:
24.9Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
0050000795166330Total Analysis Volume [veh/h]
0010000199021580Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.98000.98000.98000.98000.98000.98000.98000.98000.98000.98000.98000.9800Peak Hour Factor
0050000779166200Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
0050000779166200Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
CIntersection LOS
0.09d_I, Intersection Delay [s/veh]
CCAAApproach LOS
24.9123.440.010.00d_A, Approach Delay [s/veh]
0.002.072.070.000.000.000.000.000.080.000.000.0095th-Percentile Queue Length [ft/ln]
0.000.080.080.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BDCBDDAAAAAAMovement LOS
10.3232.6524.9110.9832.2327.110.000.008.830.000.009.38d_M, Delay for Movement [s/veh]
0.000.000.030.000.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 2: 2 PM Existing
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.005Volume to Capacity (v/c):
ALevel Of Service:
9.4Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
2001600004202640Total Analysis Volume [veh/h]
504000015610Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85001.00000.85001.00001.00001.00001.00000.85000.85000.85000.85001.0000Peak Hour Factor
1701400003172230Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
1501200003151930Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
AIntersection LOS
6.57d_I, Intersection Delay [s/veh]
AAAAApproach LOS
3.222.429.138.56d_A, Approach Delay [s/veh]
0.750.750.750.000.000.002.062.062.062.222.222.2295th-Percentile Queue Length [ft/ln]
0.030.030.030.000.000.000.080.080.080.090.090.0995th-Percentile Queue Length [veh/ln]
AAAAAAAAAAAAMovement LOS
0.000.007.240.000.007.268.479.399.088.429.438.90d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.000.020.020.000.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.396Volume to Capacity (v/c):
BLevel Of Service:
16.5Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
132171210054389238836306Total Analysis Volume [veh/h]
3343000119760211582Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
132171210054389238836306Total Hourly Volume [veh/h]
170007001001600Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
265151066044341209875535Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490202301417Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
71.278.1234.520.005.460.6030.00135.4924.59101.656.0395th-Percentile Queue Length [ft/ln]
2.850.321.380.000.220.021.205.420.984.070.2495th-Percentile Queue Length [veh/ln]
39.604.5119.180.003.030.3316.6775.2713.6656.473.3550th-Percentile Queue Length [ft/ln]
1.580.180.770.000.120.010.673.010.552.260.1350th-Percentile Queue Length [veh/ln]
YesNoNoNoYesNoNoYesNoYesNoCritical Lane Group
CCCADAACBBDLane Group LOS
25.4321.8728.160.0044.985.736.6229.1711.5713.8043.41d, Delay for Lane Group [s/veh]
0.540.060.480.000.360.000.190.800.130.430.37X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
1.890.091.390.0015.280.010.215.050.410.9513.77d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
23.5421.7926.760.0029.695.726.4024.1211.1612.8529.63d1, Uniform Delay [s]
243286253163148972010296647144916c, Capacity [veh/h]
15891870345918701781158935601781158935601781s, saturation flow rate [veh/h]
0.080.010.030.000.000.000.110.130.050.180.00(v / s)_i Volume / Saturation Flow Rate
0.150.150.070.090.010.570.570.170.410.410.01g / C, Green / Cycle
9945034341025251g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]43.41 13.80 11.57 29.17 6.62 5.73 44.98 0.00 0.00 28.16 21.87 25.43
Movement LOS D B B C A A D A A C C C
d_A, Approach Delay [s/veh]13.79 15.12 44.98 26.43
Approach LOS B B D C
d_I, Intersection Delay [s/veh]16.50
Intersection LOS B
Intersection V/C 0.396
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 533 333 333
d_b, Bicycle Delay [s]20.87 16.17 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.166 2.081 1.579 2.286
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.005Volume to Capacity (v/c):
CLevel Of Service:
22.8Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
3010000526107160Total Analysis Volume [veh/h]
1000000132001790Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
3010000526107160Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
3010000461106280Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
CIntersection LOS
0.05d_I, Intersection Delay [s/veh]
BCAAApproach LOS
13.6918.630.020.00d_A, Approach Delay [s/veh]
0.350.370.370.000.000.000.000.000.090.000.000.0095th-Percentile Queue Length [ft/ln]
0.010.010.010.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BDCADCAAAAAAMovement LOS
10.6625.9322.779.8925.8420.140.000.009.090.000.008.47d_M, Delay for Movement [s/veh]
0.000.000.000.000.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 7: 7 AM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.007Volume to Capacity (v/c):
ALevel Of Service:
9.6Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
2702500002181260Total Analysis Volume [veh/h]
706000014310Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.8500Peak Hour Factor
2302100002151050Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
200180000213940Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
AIntersection LOS
5.81d_I, Intersection Delay [s/veh]
AAAAApproach LOS
3.492.429.178.78d_A, Approach Delay [s/veh]
1.171.171.170.000.000.001.741.741.741.421.421.4295th-Percentile Queue Length [ft/ln]
0.050.050.050.000.000.000.070.070.070.060.060.0695th-Percentile Queue Length [veh/ln]
AAAAAAAAAAAAMovement LOS
0.000.007.250.000.007.278.479.529.138.399.579.00d_M, Delay for Movement [s/veh]
0.000.000.020.000.000.000.000.000.020.010.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.399Volume to Capacity (v/c):
BLevel Of Service:
16.4Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
98241521111007483341525158Total Analysis Volume [veh/h]
25638033018784381292Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
98241521111007483341525158Total Hourly Volume [veh/h]
121004003003700Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
19221133410906562931664527Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490192301418Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
51.7311.6843.846.578.790.0066.19182.7955.9093.017.3395th-Percentile Queue Length [ft/ln]
2.070.471.750.260.350.002.657.312.243.720.2995th-Percentile Queue Length [veh/ln]
28.746.4924.363.654.880.0036.77101.5531.0651.674.0750th-Percentile Queue Length [ft/ln]
1.150.260.970.150.200.001.474.061.242.070.1650th-Percentile Queue Length [veh/ln]
YesNoNoNoYesNoNoYesNoYesNoCritical Lane Group
CCCCDAACBBDLane Group LOS
24.6722.4128.6325.7739.590.007.7927.5115.0815.6841.14d, Delay for Lane Group [s/veh]
0.420.090.570.080.400.000.370.850.270.410.39X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
1.240.141.870.2310.180.000.535.081.180.9911.62d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
23.4322.2726.7625.5529.410.007.2622.4413.9014.7029.52d1, Uniform Delay [s]
231271269150258962006394562125921c, Capacity [veh/h]
15891870345918431781158935601781158935601781s, saturation flow rate [veh/h]
0.060.010.040.010.010.000.210.190.100.140.00(v / s)_i Volume / Saturation Flow Rate
0.150.150.080.080.010.560.560.220.350.350.01g / C, Green / Cycle
9955134341321211g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]41.14 15.68 15.08 27.51 7.79 0.00 39.59 25.77 25.77 28.63 22.41 24.67
Movement LOS D B B C A A D C C C C C
d_A, Approach Delay [s/veh]15.85 13.88 32.05 26.67
Approach LOS B B C C
d_I, Intersection Delay [s/veh]16.43
Intersection LOS B
Intersection V/C 0.399
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 499 333 333
d_b, Bicycle Delay [s]20.87 16.91 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.147 2.455 1.603 2.211
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.040Volume to Capacity (v/c):
DLevel Of Service:
29.8Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
0060000888177070Total Analysis Volume [veh/h]
0020000222021770Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
0060000888177070Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
000000000000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
0050000779166200Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
DIntersection LOS
0.12d_I, Intersection Delay [s/veh]
DDAAApproach LOS
29.7627.830.010.00d_A, Approach Delay [s/veh]
0.003.073.070.000.000.000.000.000.090.000.000.0095th-Percentile Queue Length [ft/ln]
0.000.120.120.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BEDBEDAAAAAAMovement LOS
10.6340.3129.7611.4139.5032.570.000.009.090.000.009.75d_M, Delay for Movement [s/veh]
0.000.000.040.000.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 8: 8 PM Future
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.005Volume to Capacity (v/c):
BLevel Of Service:
10.1Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
99014000041022240Total Analysis Volume [veh/h]
25040000126610Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85001.00000.85001.00001.00001.00001.00000.85000.85000.85000.85001.0000Peak Hour Factor
8401200003871930Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
69000000072000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
1501200003151930Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
BIntersection LOS
5.55d_I, Intersection Delay [s/veh]
AAAAApproach LOS
0.902.479.758.63d_A, Approach Delay [s/veh]
0.650.650.650.000.000.0010.4510.4510.451.971.971.9795th-Percentile Queue Length [ft/ln]
0.030.030.030.000.000.000.420.420.420.080.080.0895th-Percentile Queue Length [veh/ln]
AAAAAAABAAAAMovement LOS
0.000.007.240.000.007.419.1210.059.748.419.859.10d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.000.120.020.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.387Volume to Capacity (v/c):
BLevel Of Service:
18.7Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
10617118790433792327961482Total Analysis Volume [veh/h]
264292001195582015421Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.90000.90000.90000.90000.90000.90000.90000.90000.90000.90000.90000.9000Peak Hour Factor
9515106710433412097155374Total Hourly Volume [veh/h]
170007001001600Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00072000000069Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
265151066044341209875535Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490202301417Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
51.337.6033.6443.094.730.6743.86132.4925.54108.1955.2395th-Percentile Queue Length [ft/ln]
2.050.301.351.720.190.031.755.301.024.332.2195th-Percentile Queue Length [veh/ln]
28.524.2218.6923.942.630.3724.3773.6014.1960.1130.6850th-Percentile Queue Length [ft/ln]
1.140.170.750.960.110.010.972.940.572.401.2350th-Percentile Queue Length [veh/ln]
NoNoYesYesNoNoNoYesNoYesNoCritical Lane Group
CCCCDAACBBDLane Group LOS
21.9420.0528.1325.7746.998.299.5529.3012.7615.2636.19d, Delay for Lane Group [s/veh]
0.350.050.470.410.350.000.220.800.130.460.73X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
0.710.061.361.3717.240.010.315.070.461.138.54d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
21.2320.0026.7724.4029.768.289.2524.2312.3114.1327.65d1, Uniform Delay [s]
2993522521941175616942905981340113c, Capacity [veh/h]
15891870345915891781158935601781158935601781s, saturation flow rate [veh/h]
0.070.010.030.050.000.000.110.130.050.170.05(v / s)_i Volume / Saturation Flow Rate
0.190.190.070.120.010.480.480.160.380.380.06g / C, Green / Cycle
111147029291023234g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]36.19 15.26 12.76 29.30 9.55 8.29 46.99 25.77 25.77 28.13 20.05 21.94
Movement LOS D B B C A A D C C C C C
d_A, Approach Delay [s/veh]17.22 17.01 26.79 24.84
Approach LOS B B C C
d_I, Intersection Delay [s/veh]18.68
Intersection LOS B
Intersection V/C 0.387
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 533 333 333
d_b, Bicycle Delay [s]20.87 16.17 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.212 2.067 1.708 2.238
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.005Volume to Capacity (v/c):
CLevel Of Service:
24.2Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
3010000567107410Total Analysis Volume [veh/h]
1000000142001850Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.94000.94000.94000.94000.94000.94000.94000.94000.94000.94000.94000.9400Peak Hour Factor
3010000533106970Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00000007200690Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
3010000461106280Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
CIntersection LOS
0.05d_I, Intersection Delay [s/veh]
BCAAApproach LOS
14.1319.820.020.00d_A, Approach Delay [s/veh]
0.360.400.400.000.000.000.000.000.090.000.000.0095th-Percentile Queue Length [ft/ln]
0.010.020.020.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BDCBDCAAAAAAMovement LOS
10.7727.9424.1910.0527.8421.570.000.009.180.000.008.60d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 3: 3 AM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.003Volume to Capacity (v/c):
BLevel Of Service:
10.1Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
10802100002961150Total Analysis Volume [veh/h]
27050000124310Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.8500Peak Hour Factor
920180000282940Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
72000000069000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
200180000213940Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
BIntersection LOS
5.15d_I, Intersection Delay [s/veh]
AAAAApproach LOS
1.182.489.778.89d_A, Approach Delay [s/veh]
0.980.980.980.000.000.009.719.719.711.291.291.2995th-Percentile Queue Length [ft/ln]
0.040.040.040.000.000.000.390.390.390.050.050.0595th-Percentile Queue Length [veh/ln]
AAAAAAABAAAAMovement LOS
0.000.007.250.000.007.439.1010.159.778.389.999.18d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.000.110.010.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.394Volume to Capacity (v/c):
BLevel Of Service:
18.8Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
742213972109068330513447182Total Analysis Volume [veh/h]
1853518320171763411821Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.96000.96000.96000.96000.96000.96000.96000.96000.96000.96000.96000.9600Peak Hour Factor
712113369109065629312945279Total Hourly Volume [veh/h]
121004003003700Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00069000000072Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
19221133410906562931664527Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490192301418Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
34.919.8839.8644.528.150.0090.42168.6451.9489.5455.2395th-Percentile Queue Length [ft/ln]
1.400.401.591.780.330.003.626.752.083.582.2195th-Percentile Queue Length [veh/ln]
19.395.4922.1524.734.530.0050.2393.6928.8649.7430.6850th-Percentile Queue Length [ft/ln]
0.780.220.890.990.180.002.013.751.151.991.2350th-Percentile Queue Length [veh/ln]
NoNoYesYesNoNoNoYesNoYesNoCritical Lane Group
CCCCDABCBBDLane Group LOS
21.2620.1728.3925.6440.300.0011.1727.9415.9916.6636.19d, Delay for Lane Group [s/veh]
0.250.060.530.410.400.000.410.830.260.400.73X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
0.430.071.641.3310.840.000.745.021.181.038.54d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
20.8320.1026.7524.3129.460.0010.4322.9214.8015.6227.65d1, Uniform Delay [s]
2983502632012374816753665221170113c, Capacity [veh/h]
15891870345916191781158935601781158935601781s, saturation flow rate [veh/h]
0.050.010.040.050.010.000.190.170.080.130.05(v / s)_i Volume / Saturation Flow Rate
0.190.190.080.120.010.470.470.200.330.330.06g / C, Green / Cycle
111157128281220204g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]36.19 16.66 15.99 27.94 11.17 0.00 40.30 25.64 25.64 28.39 20.17 21.26
Movement LOS D B B C B A D C C C C C
d_A, Approach Delay [s/veh]18.86 16.35 27.09 25.37
Approach LOS B B C C
d_I, Intersection Delay [s/veh]18.76
Intersection LOS B
Intersection V/C 0.394
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 499 333 333
d_b, Bicycle Delay [s]20.87 16.91 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.157 2.377 1.716 2.147
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.032Volume to Capacity (v/c):
DLevel Of Service:
29.0Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
0050000865167060Total Analysis Volume [veh/h]
0010000216021770Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.98000.98000.98000.98000.98000.98000.98000.98000.98000.98000.98000.9800Peak Hour Factor
0050000848166920Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00000006900720Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
0050000779166200Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
DIntersection LOS
0.10d_I, Intersection Delay [s/veh]
DDAAApproach LOS
29.0427.030.010.00d_A, Approach Delay [s/veh]
0.002.492.490.000.000.000.000.000.080.000.000.0095th-Percentile Queue Length [ft/ln]
0.000.100.100.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BEDBEDAAAAAAMovement LOS
10.6238.9429.0411.3038.3031.490.000.009.080.000.009.65d_M, Delay for Movement [s/veh]
0.000.000.030.000.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 4: 4 PM Existing Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.005Volume to Capacity (v/c):
BLevel Of Service:
10.1Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
101016000041052640Total Analysis Volume [veh/h]
25040000126610Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85001.00000.85001.00001.00001.00001.00000.85000.85000.85000.85001.0000Peak Hour Factor
8601400003892230Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
69000000072000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
1501200003151930Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
BIntersection LOS
5.66d_I, Intersection Delay [s/veh]
AAAAApproach LOS
0.992.479.858.62d_A, Approach Delay [s/veh]
0.750.750.750.000.000.0010.9710.9710.972.262.262.2695th-Percentile Queue Length [ft/ln]
0.030.030.030.000.000.000.440.440.440.090.090.0995th-Percentile Queue Length [veh/ln]
AAAAAAABAAAAMovement LOS
0.000.007.240.000.007.419.1610.139.848.429.919.14d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.010.120.020.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.396Volume to Capacity (v/c):
BLevel Of Service:
18.6Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
13217121720543892388363075Total Analysis Volume [veh/h]
334301801197602115819Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
13217121720543892388363075Total Hourly Volume [veh/h]
170007001001600Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00072000000069Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
265151066044341209875535Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490202301417Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
66.417.6934.5239.455.460.8643.88135.4926.83111.3549.8995th-Percentile Queue Length [ft/ln]
2.660.311.381.580.220.031.765.421.074.452.0095th-Percentile Queue Length [veh/ln]
36.894.2719.1821.923.030.4824.3875.2714.9061.8627.7250th-Percentile Queue Length [ft/ln]
1.480.170.770.880.120.020.983.010.602.471.1150th-Percentile Queue Length [veh/ln]
YesNoNoNoYesNoNoYesNoYesNoCritical Lane Group
CCCCDAACBBDLane Group LOS
23.0620.3628.1625.9144.988.069.3229.1712.7715.3335.39d, Delay for Lane Group [s/veh]
0.460.050.480.390.360.010.230.800.140.470.69X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
1.120.061.391.3315.280.010.315.050.481.177.69d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
21.9420.3026.7624.5829.698.059.0124.1212.2914.1527.70d1, Uniform Delay [s]
2903412531851476817212966001344108c, Capacity [veh/h]
15891870345915891781158935601781158935601781s, saturation flow rate [veh/h]
0.080.010.030.050.000.000.110.130.050.180.04(v / s)_i Volume / Saturation Flow Rate
0.180.180.070.120.010.480.480.170.380.380.06g / C, Green / Cycle
111147029291023234g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]35.39 15.33 12.77 29.17 9.32 8.06 44.98 25.91 25.91 28.16 20.36 23.06
Movement LOS D B B C A A D C C C C C
d_A, Approach Delay [s/veh]16.97 16.80 27.14 25.17
Approach LOS B B C C
d_I, Intersection Delay [s/veh]18.61
Intersection LOS B
Intersection V/C 0.396
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 533 333 333
d_b, Bicycle Delay [s]20.87 16.17 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.223 2.081 1.698 2.286
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.006Volume to Capacity (v/c):
DLevel Of Service:
26.2Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
3010000598107850Total Analysis Volume [veh/h]
1000000150001960Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
3010000598107850Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00000007200690Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
3010000461106280Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
DIntersection LOS
0.05d_I, Intersection Delay [s/veh]
BCAAApproach LOS
14.7821.210.020.00d_A, Approach Delay [s/veh]
0.370.440.440.000.000.000.000.000.090.000.000.0095th-Percentile Queue Length [ft/ln]
0.010.020.020.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BDDBDCAAAAAAMovement LOS
10.9730.4826.2310.1630.3623.120.000.009.350.000.008.69d_M, Delay for Movement [s/veh]
0.000.000.010.000.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 9: 9 AM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.003Volume to Capacity (v/c):
BLevel Of Service:
10.3Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 1: Pacific Heights Rd/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
25.0030.0055.0055.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00100.00Entry Pocket Length [ft]
000000000000No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdPacific Heights RdPacific Heights RdName
Intersection Setup
0000Pedestrian Volume [ped/h]
11202500002991260Total Analysis Volume [veh/h]
28060000125310Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
0.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.85000.8500Peak Hour Factor
9502100002841050Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
72000000069000Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
200180000213940Base Volume Input [veh/h]
Ophir RdPacific Heights RdPacific Heights RdName
Volumes
1
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
BIntersection LOS
5.25d_I, Intersection Delay [s/veh]
AAAAApproach LOS
1.322.489.918.96d_A, Approach Delay [s/veh]
1.171.171.170.000.000.0010.2810.2810.281.481.481.4895th-Percentile Queue Length [ft/ln]
0.050.050.050.000.000.000.410.410.410.060.060.0695th-Percentile Queue Length [veh/ln]
AAAAAAABAABAMovement LOS
0.000.007.250.000.007.449.1610.269.908.3910.099.27d_M, Delay for Movement [s/veh]
0.000.000.020.000.000.000.000.000.120.010.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoYesFlared Lane
FreeFreeStopStopPriority Scheme
Intersection Settings
2
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.426Volume to Capacity (v/c):
BLevel Of Service:
19.2Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
SignalizedControl Type:
Intersection 2: SR 70/Ophir Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
NoNoNoNoCurb Present
0.000.000.000.00Grade [%]
55.0055.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00215.00100.00100.00130.00550.00100.00690.00600.00100.00600.00Entry Pocket Length [ft]
102001101101No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Ophir RdOphir RdSR 70SR 70Name
Intersection Setup
3
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0000Bicycle Volume [bicycles/h]
0000v_ab, Corner Pedestrian Volume [ped/h]
0000v_ci, Inbound Pedestrian Volume crossing minor street [
0000v_co, Outbound Pedestrian Volume crossing minor stree
0000v_di, Inbound Pedestrian Volume crossing major street [
0000v_do, Outbound Pedestrian Volume crossing major stree
000000000000Local Bus Stopping Rate [/h]
000000000000On-Street Parking Maneuver Rate [/h]
NoNoNoNoNoNoNoNoPresence of On-Street Parking
9824152701110074833415251580Total Analysis Volume [veh/h]
2563818330187843812920Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
9824152701110074833415251580Total Hourly Volume [veh/h]
121004003003700Right Turn on Red Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00069000000072Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
19221133410906562931664527Base Volume Input [veh/h]
Ophir RdOphir RdSR 70SR 70Name
Volumes
4
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0Pedestrian Clearance [s]
0Pedestrian Walk [s]
0Pedestrian Signal Group
Exclusive Pedestrian Phase
1.001.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Length [ft]
0.00.00.00.00.00.00.00.00.00.00.00.0Detector Location [ft]
NoNoNoNoNoNoNoNoPedestrian Recall
NoNoNoNoNoNoNoNoMaximum Recall
NoNoNoNoNoNoNoNoMinimum Recall
0.02.02.00.02.02.00.02.02.00.02.02.0l2, Clearance Lost Time [s]
0.02.02.00.02.02.00.02.02.00.02.02.0l1, Start-Up Lost Time [s]
NoNoNoNoRest In Walk
0.00.00.00.00.00.00.00.00.00.00.00.0Delayed Vehicle Green [s]
0100010001000100Pedestrian Clearance [s]
050050050050Walk [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Vehicle Extension [s]
014901490192301418Split [s]
0.01.01.00.01.01.00.01.01.00.01.01.0All red [s]
0.03.03.00.03.03.00.03.03.00.03.03.0Amber [s]
03030030300303003030Maximum Green [s]
0105010501050105Minimum Green [s]
--Lead--Lead--Lead--LeadLead / Lag
Auxiliary Signal Groups
047083025061Signal Group
PermisPermisProtectPermisPermisProtectPermisPermisProtectPermisPermisProtectControl Type
Phasing & Timing
0.00Lost time [s]
SingleBandPermissive Mode
Lead Green - Beginning of First GreenOffset Reference
0.0Offset [s]
Fully actuatedActuation Type
Time of Day Pattern IsolatedCoordination Type
60Cycle Length [s]
-Signal Coordination Group
NoLocated in CBD
Intersection Settings
5
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
47.2310.8043.8443.988.790.00101.75182.7962.84104.4953.6795th-Percentile Queue Length [ft/ln]
1.890.431.751.760.350.004.077.312.514.182.1595th-Percentile Queue Length [veh/ln]
26.246.0024.3624.444.880.0056.53101.5534.9158.0529.8250th-Percentile Queue Length [ft/ln]
1.050.240.970.980.200.002.264.061.402.321.1950th-Percentile Queue Length [veh/ln]
NoNoYesYesNoNoNoYesNoYesNoCritical Lane Group
CCCCDABCBBDLane Group LOS
21.8320.2228.6325.6539.590.0011.5427.5117.3618.0635.94d, Delay for Lane Group [s/veh]
0.330.070.570.400.400.000.450.850.310.460.72X, volume / capacity
Lane Group Results
1.001.001.001.001.001.001.001.001.001.001.00PF, progression factor
1.001.001.001.001.001.001.001.001.001.001.00Rp, platoon ratio
0.000.000.000.000.000.000.000.000.000.000.00d3, Initial Queue Delay [s]
0.640.081.871.3210.180.000.865.081.601.408.28d2, Incremental Delay [s]
1.001.001.001.001.001.001.001.001.001.001.00I, Upstream Filtering Factor
0.110.110.110.110.110.500.500.110.500.500.11k, delay calibration
21.1820.1426.7624.3329.410.0010.6822.4415.7616.6627.67d1, Uniform Delay [s]
2973502692002574816753944951109112c, Capacity [veh/h]
15891870345916231781158935601781158935601781s, saturation flow rate [veh/h]
0.060.010.040.050.010.000.210.190.100.140.04(v / s)_i Volume / Saturation Flow Rate
0.190.190.080.120.010.470.470.220.310.310.06g / C, Green / Cycle
111157128281319194g_i, Effective Green Time [s]
2.002.002.002.002.002.002.002.002.002.002.00l2, Clearance Lost Time [s]
0.000.000.000.000.000.000.000.000.000.000.00l1_p, Permitted Start-Up Lost Time [s]
4.004.004.004.004.004.004.004.004.004.004.00L, Total Lost Time per Cycle [s]
6060606060606060606060C, Cycle Length [s]
RCLCLRCLRCLLane Group
Lane Group Calculations
6
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
Movement, Approach, & Intersection Results
d_M, Delay for Movement [s/veh]35.94 18.06 17.36 27.51 11.54 0.00 39.59 25.65 25.65 28.63 20.22 21.83
Movement LOS D B B C B A D C C C C C
d_A, Approach Delay [s/veh]19.83 16.47 27.18 25.46
Approach LOS B B C C
d_I, Intersection Delay [s/veh]19.18
Intersection LOS B
Intersection V/C 0.426
Other Modes
g_Walk,mi, Effective Walk Time [s]0.0 0.0 0.0 0.0
M_corner, Corner Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
M_CW, Crosswalk Circulation Area [ft²/ped]0.00 0.00 0.00 0.00
d_p, Pedestrian Delay [s]0.00 0.00 0.00 0.00
I_p,int, Pedestrian LOS Score for Intersection 0.000 0.000 0.000 0.000
Crosswalk LOS F F F F
s_b, Saturation Flow Rate of the bicycle lane [bicycles/h]2000 2000 2000 2000
c_b, Capacity of the bicycle lane [bicycles/h]333 499 333 333
d_b, Bicycle Delay [s]20.87 16.91 20.87 20.87
I_b,int, Bicycle LOS Score for Intersection 2.206 2.455 1.716 2.211
Bicycle LOS B B A B
----------------Ring 4
----------------Ring 3
------------8765Ring 2
------------4321Ring 1
Sequence
7
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
0.048Volume to Capacity (v/c):
DLevel Of Service:
34.9Delay (sec / veh):
15 minutesAnalysis Period:
HCM 6th EditionAnalysis Method:
Two-way stopControl Type:
Intersection 3: SR 70/Power House Hill Rd
Intersection Level Of Service Report
NoNoNoNoCrosswalk
0.000.000.000.00Grade [%]
55.0015.0065.0065.00Speed [mph]
0.000.000.000.000.000.000.000.000.000.000.000.00Exit Pocket Length [ft]
000000000000No. of Lanes in Exit Pocket
100.00100.00100.00100.00100.00100.00100.00100.00250.00100.00100.00250.00Entry Pocket Length [ft]
100000001001No. of Lanes in Entry Pocket
12.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.0012.00Lane Width [ft]
RightThruLeftRightThruLeftRightThruLeftRightThruLeftTurning Movement
Lane Configuration
WestboundEastboundSouthboundNorthboundApproach
Power House Hill RoadSR 70SR 70Name
Intersection Setup
0000Pedestrian Volume [ped/h]
0060000957177790Total Analysis Volume [veh/h]
0020000239021950Total 15-Minute Volume [veh/h]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Other Adjustment Factor
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Peak Hour Factor
0060000957177790Total Hourly Volume [veh/h]
000000000000Other Volume [veh/h]
000000000000Existing Site Adjustment Volume [veh/h]
000000000000Pass-by Trips [veh/h]
000000000000Diverted Trips [veh/h]
00000006900720Site-Generated Trips [veh/h]
000000000000In-Process Volume [veh/h]
1.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.14001.1400Growth Factor
2.002.002.002.002.002.002.002.002.002.002.002.00Heavy Vehicles Percentage [%]
1.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.00001.0000Base Volume Adjustment Factor
0050000779166200Base Volume Input [veh/h]
Power House Hill RoadSR 70SR 70Name
Volumes
8
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with
DIntersection LOS
0.13d_I, Intersection Delay [s/veh]
DDAAApproach LOS
34.9232.300.010.00d_A, Approach Delay [s/veh]
0.003.703.700.000.000.000.000.000.090.000.000.0095th-Percentile Queue Length [ft/ln]
0.000.150.150.000.000.000.000.000.000.000.000.0095th-Percentile Queue Length [veh/ln]
BEDBEEAAAAABMovement LOS
10.9448.3834.9211.7547.1737.980.000.009.350.000.0010.04d_M, Delay for Movement [s/veh]
0.000.000.050.000.000.000.000.010.000.000.010.00V/C, Movement V/C Ratio
Movement, Approach, & Intersection Results
0000Number of Storage Spaces in Median
NoNoTwo-Stage Gap Acceptance
0000Storage Area [veh]
NoFlared Lane
StopStopFreeFreePriority Scheme
Intersection Settings
9
W-Trans
Scenario 10: 10 PM Future Plus Project
Granite Power House Project
Version 2022 (SP 0-11)
Generated with