This Is An Atlanta Developer's $1B Vision For Redeveloping University Ridge. All 429 Pages.

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CIVIL ENGINEERS - SURVEYORS - LANDSCAPE ARCHITECTS
800 E. WASHINGTON ST, STE. B GREENVILLE, SC 29601

PH: (864)271-0496 FAX: (864)271-0402
www.sitedesign-inc.com
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code
VI. Supporting Information –

Standard Questions
May 2019
STANDARDS QUESTIONS
Applicant response to Section 19-3.2(N) General Development Parameters
1. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT

PROVIDES A MIX OF USES.
Greenville County Square is located within an area that the City of Greenville has identified and targeted for dense, mixed use as
part of the Haynie-Sirrine Planned Development (PD). The newly proposed Haynie-Sirrine Neighborhood Greenville County
Square (GCS) sub-district will allow for redevelopment of the Greenville County Square property as a mixed-use development
containing 3.5 million square feet of enclosed building area on approximately 40 acres of land.
The overall design theme for the HSN-GCS sub-district will be a master planned urban center containing a high intensity mix of
government, civic, office, commercial retail, hotel, entertainment and residential uses. Architectural building design and materials
shall complement the surrounding community. Additionally, public open spaces will be interspersed throughout and will include
plazas, squares, courts, or greens and will be provided within the development, where appropriate.

UTILIZES CLUSTER OR TRADITIONAL NEIGHBORHOOD DEVELOPMENT
PRINICIPLES TO THE GREATEST EXTENT POSSIBLE THAT IS INTERRELATED AND
LINKED BY PEDESTRIAN WAYS, BIKE WAYS, AND TRANSPORTATION SYSTEMS.
The proposed HSN-GCS sub-district is adjacent to the City of Greenville’s Central Business District and will consist of components
that are urban in density and scale, and will promote both vehicular and non-vehicular access and internal circulation by means of
reconfigured roadways, sidewalks and bikeways. The proposal consists of 3.5 million square feet on approximately 40 acres of land,
which will provide for dense, compact use and development of the site. The project will incorporate multi-use trails along the eastern,
northern, and southern property boundaries to provide additional connectivity to Swamp Rabbit Trail, adjoining parks and
neighborhoods, as well as Downtown Greenville.

RESULTS IN LAND USE PATTERNS THAT PROMOTE AND EXPAND OPPORTUNITIES
FOR PUBLIC TRANSPORTATION AND AN EFFICIENT AND COMPACT NETWORK OR
STREETS, ETC.
The proposed road circulation plan demonstrates a series of pedestrian and vehicular connections that are primarily in a grid pattern,
which will provide for a more efficient and compact network. Additionally, three multi-purpose trails will be incorporated along the
northern, eastern, and western property boundaries to provide a more efficient and comfortable pedestrian circulation system for
properties to the south of this site.
4. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT WILL

BE COMPATIBILE WITH THE CHARACTER OF SURROUNDING LAND USES AND
MAINTAIN AND ENHANCE THE VALUE OF SURROUNDING PROPERTIES.
The Southwest Section Master Plan that was adopted in 1998 contemplated mixed-use development with higher residential densities
and commercial intensities in the northern portion of the Haynie Sirrine neighborhood. The 2001 Haynie Sirrine Master Plan
and Neighborhood Code further explored the concept of mixed-use development in these areas, with densities established and
feathered down to ensure compatibility with surrounding properties. As the subject property and surrounding properties have
developed based on these plans, much of the surrounding area consists of commercial, office, multi-family residential, townhome, civic
uses, and single-family residential uses. The proposed modifications to the PD continue with the principles set forth in the original
master plan documents, in terms of providing reduced densities/intensities along the southern/western portions of the site where
lower density/intensity structures exist, including office, commercial, and single-family residential uses.
Page 1 May 2019

VII. PD Regulating Plan
May 2019
VIII. Statement of Intent
May 2019
STATEMENT OF INTENT
A. PURPOSE AND INTENT
In 2017, Greenville County
(County) initiated a process
seeking a qualified real estate
development team to
strategically acquire, demolish,
and redevelop the County’s
University Ridge Campus. This
redevelopment consists of
replacing the County’s existing
administrative office facility with
a new Class-A facility,
commanding the corner of
Church Street and University
Ridge (Figure 1), and master
planning the remainder of the Figure 1: Proposed Greenville County Administrative Office
site to provide for a high-quality Facility
mixed-use development.
The overall objectives for the redevelopment of the campus include the provision of aesthetically striking
and appealing urban building, hardscape and landscape design; enhanced connectivity to the Swamp
Rabbit Trail, Falls Park on the Reedy, the Cancer Survivor Park, Unity Park, Cleveland Park, surrounding
communities, and Downtown Greenville; the creation of sense of place through scale of design and
walkability, and, the incorporation of multiple uses to allow residents and visitors the ability to work, live,
and play.
B. PRIOR CITY MASTER PLANNING AND ZONING EFFORTS

In 1998, the City of Greenville adopted the Southwest Sector Master Plan to redevelop the northern
half of the Haynie-Sirrine neighbrohood. The key elements of this plan included providing stronger
linkages between the Haynie Street sub-sector and surrounding neighborhoods, orienting commercial
infill development along University Ridge and Church Street, and providing for mixed-use
development with higher-density residential and commercial/office redevelopment.
In 2001, the City of Greenville initiated a public planning process to develop a master plan and
neighborhood code specific to the Haynie-Sirrine neighborhood. As a part of this planning effort, the
HSN-University Ridge Village Center sub-district was created to guide the development and
redevelopment of the County Square property and lands to the east and west (Figure 2).
The HSN-URVC sub-district provided for development up to six stories in height and a mixture of
uses, including residential (single-family, duplex, and multi-family apartments), lodging (hotels, inns,
and rental cottages), office, retail (restaurants, entertainment, day care centers, convenience stores and
drive-through facilities), limited manufacturing, and civic uses.
May 2019
Figure 2: Haynie Sirrine Neighborhood Code Master Plan
May 2019
C. PROPOSED ZONING MODIFICATION

As seventeen years has passed since the adoption of the Neighborhood Code, a modification to the zoning
is warranted to update the code, and to provide additional parameters for the redevelopment of the County
Square property. To that end, the need for a new sub-district within the HSN Code has been identified.
This new sub-district, to be called the Greenville County Square (HSN-GCS) sub-district, is necessary to
allow for the creative and new urban approach desired for the redevelopment. Additionally, the new sub-
district will allow the other sub-Districts within the Neighborhood Code to remain unchanged and in-tact,
while allowing the zoning regulations specific to County-owned land to be refined.
Existing development within the HSN-GCS sub-district is generally in keeping with the characteristics of
development patterns typical of the 1960’s, as the majority of the site consists of the former Bell Tower
shopping center (mall) that was re-purposed to County Square in the 1980’s and paved for asphalt parking.
With the intent of redeveloping the HSN-GCS sub-district to revitalize and modernize its uses and
development pattern, the following redevelopment principles have been identified:
• Development of a diverse mix of land uses will always be permitted and encouraged;
• The HSN-GCS sub-district will be home to Greenville County’s new administrative office complex;
• The HSN-GCS sub-district shall be promoted as a viable and vital residential area and multi-family
residential uses shall be encouraged throughout the sub-district;
• Quality public spaces such as streets, sidewalks, parks, and squares where citizens come to know
each other will be provided;
• Re-alignment and reconstruction of roads between Church Street and Howe Street will be
completed to maximize the development potential within the sub-district and to improve circulation
between the sub-district and Greenville’s vibrant downtown;
• The planned network of new roads and smaller blocks will promote walkability and will be
pedestrian friendly;
• The highest intensity uses within the sub-district will be located adjacent to and north of a newly
created realigned University Street. Development intensities will be reduced as you travel to the
southern and western portions of the sub-district to maintain compatibility with the adjacent sub-
districts to the south and west; and,
• Appropriate development standards and design review criteria, as specified in the following sub-
sections, shall be the principal tools used to ensure compatible, high quality development.
D. PROPOSED PHASING
Due to the size of the project, the proposed development schedule is anticipated to take place over the
course of approximately ten years. On and off-site public improvements and impacts on public facilities
can be found attached.
E. UTILITIES AND INFRASTRUCTURE
Public water will be provided by Greenville Water, wastewater will be accepted by the City of Greenville,
wastewater treatment will be provided by Renewable Water Resources (ReWa), electric will be provided by
Duke Energy, video, internet, and voice services will be provided by Spectrum, Cox, Comcast or another
provider, and gas will be provided by Piedmont Natural Gas. Utility “will-serve” letters can be found
attached. Additionally, consideration will be given to infrastructure to support technology, including fiber –
gigabit community, 5G technology, small cell transmitters, and other telecommunications.
May 2019
F. PROPOSED OPEN SPACE AND CONNECTIVITY

The Greenville County Square property is
strategically located proximate to several
of the City’s parks and trails, including the
Swamp Rabbit Trail, Falls Park, Cancer
Survivors Park, Cleveland Park, and
Unity Park (Figures 3-4). Falls Park is
approximately 14.5 acres in size and
nearly adjoins the County Square
property at its northwest corner. The
Cancer Survivors Park is located
approximately 100 feet east of the site and
is approximately 6.8 acres in area. The Sue
Simpson Garden is situated less than a
1/10th of a mile from the site and is
approximately 1.14 acres in area. Cleveland
Park is approximately 1/10th of a mile to Figure 3: Falls Park on the Reedy
the east of the site and is approximately 92
acres in size. Unity Park is slated to consist of 60 acres of park lands and is situated approximately 1.1 miles
(or 3,100 linear feet as the crow flies) northwest of the site along the Swamp Rabbit Trail. In total, the
County Square property will be within a mile of roughly 175 acres of open space once construction of Unity
Park is complete.
Figure 4: Greenville County Square Site Context Map
May 2019
Within the site, open space will be

provided along the northern property
boundary adjacent to the Governor’s
School in the form of a 15 foot wide multi-
use trail and along the western and eastern
boundaries in the form of a 12 foot wide
multi-use trail. Together, these multi-
purpose trails amount to approximately
30,000 SF in area. In addition to these
areas, plazas are anticipated to be located
in two main areas including, the area in
front of the County Square Administrative
Office Facility, and the area along
University Ridge (Figure 5). Other types
of open space throughout the site may
include dog parks, squares, plazas, pocket Figure 5: Proposed Plaza Adjacent to new County Square
parks, rooftop gardens, and the like. Administrative Office Facility
G. STRUCTURED PARKING
Structured parking is anticipated within the HSN-GCS sub-district to meet the parking needs of the
uses planned within the sub-district. There are many reasons from an urban design perspective that
structured parking should be developed within the HSN-GCS sub-district. Reasons to promote the use
of structured parking within the sub-district include the following:
• Structured parking can be provided in a substantially more compact footprint, thereby allowing for
more private development/redevelopment. This in turn creates a broadened economic base and
the potential for additional complementary land uses.
• Large expanses of surface parking discourage pedestrians from walking. Many urban design studies
have shown pedestrians will stop walking and turn around if there are no interesting land uses in a
block.
• Structured parking can provide a large volume of covered spaces, thereby providing protection
from weather.
May 2019
IX. Revised Haynie Sirrine

PD Text
May 2019
TABLE OF CONTENTS: 1.0 PURPOSE: 1.2 GENERAL NEIGHBORHOOD PRINCIPLES:
1. Purpose and Applicability This code was specifically designed to implement the Haynie-Sirrine Neighborhood Master The Inner City Task Force of the Congress for the New Urbanism has developed a set of design principles
Plan. To that end, the City of Greenville has found that it is necessary to enact a new Code that that have proven effective in inner city neighborhoods. These principles have been tested in several HOPE
2. District Standards
addresses specific urban design issues that are not present in the current development VI projects. They are proposed as a set of working principles to be further tested and refined through use.
3. Open Space Overlay District regulations.
4. Building Types Properties located in this Area have been assigned a new “Zone” which regulates the form and • Citizen and Community Involvement: Engage residents, neighbors, civic leaders, politicians,
use of all existing and new development. bureaucrats, developers, and local institutions throughout the process of designing change for
5. General Building Design neighborhoods.
Principles These regulations have been designed to permit a greater variety of uses in close proximity to
• Economic Opportunity: The design of neighborhood development should accommodate
one another than was previously permitted. In order to manage this flexibility a specific set of
6. Street Types and Standards management techniques and scales of construction that can be contracted to local and
design guidelines has been established to regulate the buildings and their relationship to the minority businesses.
7. Parking Standards public realm of the street and formal open spaces.
• Diversity: Provide a broad range of housing types and price levels to bring people of diverse ages,
8. Lighting Standards races, and incomes into daily interaction – strengthening the personal civic bonds essential to an
9. Signs 1.1 APPLICABILITY: authentic community.
10. Environmental Protection 1. The regulations found herein shall be considered applicable to the area encompassed • Neighborhoods: Neighborhoods are compact, pedestrian-friendly, and mixed use with many
by the Haynie-Sirrine Neighborhood Master Plan with all appropriate zones indicated activities of daily life available within walking distance. New development should help repair existing
11. Landscaping neighborhoods or create new ones and should not take the form of an isolated “project”.
on the Plan.
12. Miscellaneous Definitions • Infill Development: Reclaim and repair blighted and abandoned areas within existing neighborhoods
2. Existing uses or approved plans that are non-conforming under the provisions of this
by using infill development strategically to conserve economic investment and social fabric.
13. Greenville County Square (GCS) Code may continue and expand subject to the design provisions found herein.
Sub-District • Mixed Use: Promote the creation of mixed use neighborhoods that support the functions of
3. This Code shall become a new Zoning District with related sub-districts known as the
daily life: employment, recreation, retail, and civic and educational institutions.
Haynie-Sirrine Neighborhood (HSN) and shall replace the current zoning categories
present in this area. The classification of property in this area is as follows: • City-wide and Regional Connections: Neighborhoods should be connected to regional patterns of
transportation and land use, to open space, and to natural systems.
HSN-Neighborhood Edge (NE)
HSN-Neighborhood General (NG) • Streets: The primary task of all urban architecture and landscape design is the physical definition
HSN-Neighborhood Center (NC) of streets and public spaces as places of shared use. Neighborhoods should have an interconnected
HSN-University Ridge Village Center (URVC) network of streets and public open space.
HSN-Greenville County Square (GCS) • Public Open Space: The interconnected network of streets and public open space should provide
opportunities for recreation and appropriate settings for civic buildings.
4. Due to the scope of the Greenville County Square redevelopment project, a new
section has been added to the Haynie-Sirrine Neighborhood Code to regulate the • Safety and Civic Engagement: The relationship of buildings and streets should enable neighbors to
redevelopment process (Section 13). Regulations pertaining to the Greenville County create a safe and stable neighborhood by providing “eyes on the street” and should encourage
Square property are fully housed and contained with Section 13 of the Haynie-Sirrine interaction and community identity. Provide a clear definition of public and private realm through
block and street design that responds to local traditions.
Neighborhood Code. Sections 1-12 of the Neighborhood Code do not apply.
• Dwelling as Mirror of Self: Recognize the dwelling as the basic element of a neighborhood and as
5. The Zoning Administrator shall be responsible for the administration of this District the key to self-esteem and community pride. This includes the clear definition of outdoor space for
and the issuance of all related zoning permits, except: each dwelling.
• Where exceptions are noted in these requirements; and • Accessibility: Buildings should be designed to be accessible and visitable while respecting the
traditional urban fabric.
• The subdivision or re-subdivision of land which shall be processed in
accordance with normal procedures outlined in the Subdivision Ordinance. • Local Architectural Character: The image and character of new development should respond to the
best traditions of residential and mixed use architecture in the area.
• Design Codes: The economic health and harmonious evolution of neighborhoods can be improved
through graphic urban design codes that serve as predictable guides for change.
Revised Draft-03-2019
Page 1 of 22
No changes proposed to pages 2-22
of the Haynie-Sirrine PD text.
SECTION 13 – GREENVILLE COUNTY SQUARE (HSN-GCS) SUB-DISTRICT
A. PURPOSE AND INTENT

As seventeen years has passed since the adoption of the Neighborhood
Code, a modification to the zoning is warranted to update the code, and
to provide additional parameters for the redevelopment of the County
Square property. To that end, the need for a new sub-district within the
HSN Code has been identified. This new sub-district, to be called the
Greenville County Square (HSN-GCS) sub-district, is necessary to allow
for a creative and new urban approach for the redevelopment.
Additionally, the new sub-district will allow the other sub-Districts within
the Neighborhood Code to remain unchanged and intact, while allowing
the zoning regulations specific to County-owned land to be refined.
Existing development within the HSN-GCS sub-district is generally in

keeping with the characteristics of development patterns typical of the
1960’s, as most of the site consists of the former Bell Tower shopping
center (mall) that was re-purposed to County Square in the 1980’s and
paved for asphalt parking. With the intent of redeveloping the HSN-
GCS sub-district to revitalize and modernize its uses and development
pattern, the following redevelopment principles have been identified: Figure 1: University Ridge Streetscape Rendering
• Development of a diverse mix of land uses will always be permitted and encouraged;
• The HSN-GCS sub-district will be home to Greenville County’s new administrative office complex;
• The HSN-GCS sub-district shall be promoted as a viable and vital residential area, and multi-family residential uses shall be encouraged;
• Quality public spaces such as streets, sidewalks, parks, and squares where citizens come to know each other will be provided;
• Re-alignment and reconstruction of roads between Church Street and Howe Street will be completed to maximize the development potential
within the sub-district and to improve circulation between the sub-district and Greenville’s vibrant downtown;
• The planned network of new roads and smaller blocks will promote walkability and will be pedestrian friendly (Figure 1);
• The highest intensity uses within the sub-district will be located adjacent to and north of a newly created realigned University Ridge.
Development intensities will be reduced as you travel to the southern and western portions of the sub-district to maintain compatibility with
the adjacent sub-districts to the south and west; and,
• Appropriate development standards and design review criteria, as specified in the following sub-sections, shall be the principal tools used to
ensure compatible, high quality development.
Page 23 May 2019

B. PLANNED DEVELOPMENT REGULATING PLAN AND TRANSITION ZONES

Development within the HSN-GCS sub-district shall be guided by the development criteria contained within the following sub-sections. Six
intensity/height zones have been defined within the HSN-GCS sub-district (Zones A-F) as described in Table 1 and illustrated in Figure 2 below.
Zone A is situated at the corner of University Ridge and Church Street and will accommodate the County Square facility. Zones B and C are along the
re-aligned University Ridge and will provide for the greatest intensity. Zones D-F are intended to transition intensity and density away from University
Ridge.
Table 1: HSN-GCS Sub-District Use and Height Limitations

Maximum # of
Zone Uses Additional Limitations
Stories
“A” Commercial
6
County Square Office Facility Public and Institutional
Commercial
Buildings greater than twelve stories in
“B” Residential
20 height may only accommodate up to
Mixed-Use Village Core Service and Industrial
25% of the total gross land area
Public and Institutional
Commercial
Buildings greater than twelve stories in
“C” Residential
20 height may only accommodate up to
Mixed-Use Village Core Public and Institutional
25% of the total gross land area
Service and Industrial
Commercial
“D” Residential
10
Mixed-Use Public and Institutional
Commercial
“E” No single retail tenant can exceed 6,000
Residential 4
Transitional Zone square feet in area
Public and Institutional
Commercial
“F” Residential
10
Mixed-Use Public and Institutional
Page 24 May 2019

Figure 2: Planned Development Regulating Plan
Page 25 May 2019

C. PERMITTED AND PERMISSIBLE USES

Permitted uses by right, special exceptions, supplemental use standards, accessory uses and prohibited uses are as follows:
1. Uses Permitted by Right:
a) Residential Uses
i. Cottage subdivision
ii. Duplex dwelling
iii. High-rise multiple-family dwelling
iv. Multiple-family dwelling
v. Single-family dwelling, attached
vi. Single-family dwelling, detached
vii. Upper-story dwelling
viii. Accessory dwelling units
b) Public and Institutional Uses
i. Assisted living facility
ii. Business school
iii. College or university
iv. Communication tower, roof-mounted/small cell antennae (subject to LMO, Section 19-4.3.2(G)
v. Community service (all uses), including but not limited to libraries, museums, senior centers, community centers, youth club
facilities, and social service facilities
vi. Day care center (13+ people)
vii. Emergency response facility
viii. Group day care home (7 to 12 people)
ix. Hospital
x. Medical facility (other than hospital), including but not limited to medical centers, emergency medical care establishments,
medical and dental clinics, and medical and dental labs
xi. Parks such as squares, plazas, recreational trails, greenways, botanical gardens, neighborhood parks, and community parks
xii. Police substation
xiii. Post office
xiv. Preschool
xv. Religious institution
xvi. School, public or private
xvii. Trade school including vocational, technical, or industrial schools
c) Commercial Uses
i. Automobile show room no greater than 5,000 SF in area
ii. Bank, financial institution, or ATM
iii. Barbershop, beauty shop
iv. Bed and breakfast inn
Page 26 May 2019

v. Brewpub (subject to standards specified in Section 13.C.3)

vi. Civic club
vii. Greenhouse (subject to standards specified in Section 13.C.3)
viii. Grocery store
ix. Hotel or motel including suites or extended stays
x. Indoor entertainment facility, general
xi. Offices (all other uses), such as medical and dental offices, and business and professional offices.
xii. Parking lot
xiii. Parking structure
xiv. Personal services (all other)
xv. Radio or TV broadcasting studio
xvi. Restaurant with no seating
xvii. Restaurant, with indoor and outdoor seating and/or food service areas
xviii. Restaurant, with indoor seating only
xix. Retail sales and services exceeding 25,000 gross square feet
xx. Retail sales and services, all other uses
xxi. Retail sales and services uses selling alcoholic beverages (retail sale of wine and beer)
d) Service and Industrial Uses
i. Artisan production establishment
ii. Research and development (all uses)
2. Special Exceptions: The uses listed below will require Special Exception approval from the Board of Zoning Appeals.
a) Communication tower, freestanding
b) Convenience store (small boutique station with up to four pumps)
c) Convention and exhibition hall
d) Dog day care facility (subject to standards specified in Section 13.C.3)
e) Drive-through facilities
f) Event venue
g) Light manufacturing, general
h) Microbrewery (subject to standards specified in Section 13.C.3)
i) Nightclub or bar
j) Outdoor entertainment (all uses)
k) Sports and concern arena
l) Veterinary clinic (subject to standards specified in Section 13.C.3)
3. Supplemental use standards: Uses referenced within this subsection shall comply with the standards listed below. Additionally, definitions have
been provided for uses that are not currently defined within the Land Management Ordinance.
a) Brewpub: A restaurant that prepares handcrafted beer as an accessory use intended for consumption on the premises.
i. Revenue from food sales shall constitute more than 50 percent of the total business revenues.
Page 27 May 2019

b) Dog day care facility: An establishment providing such services as canine day care for all or part of a day, provided that overnight
boarding is not permitted.
i. Shall be confined to a completely enclosed, soundproofed and air-conditioned building except as provided below;
ii. One outdoor pet relief area may be allowed in conjunction with a pet day care facility or veterinary clinic;
a. Pet relief area shall be no greater than two-hundred-fifty (250) square feet in area;
b. Pet relief area shall be enclosed with a black picket fence ranging between 4-5 feet in height;
c. Pet relief areas shall be located to the rear or side of the building or space in which the pet day care facility or veterinary
clinic is located;
d. Trees, shrubbery and benches are encouraged.
e. Waste stations are required.
iii. Exterior cages shall not be permitted.
iv. Overnight stay of animals is allowed.
v. Solid animal waste must be bagged separately from other refuse.
c) Drive-through facilities
i. Shall be in accordance with LMO, Section 19-6.5.7(G).
d) Greenhouse: A structure utilized to grow produce and herbs, and intended to encourage farm-to-table practices.
i. Shall be designed to blend and be compatible with surrounding urban and/or residential form;
ii. Shall not exceed 5,000 square feet in area;
iii. Shall not be made of plastic or corrugated metal; and,
iv. Outdoor sales and display shall not be allowed except in association with permitted farmers market or special events.
e) Microbrewery: An establishment or facility in which beer, wine, or other alcoholic beverages are produced for on-site consumption
and off-site sales.
i. Beer production not to exceed 10,000 barrels (310,000 gallons) per year; and
f) Veterinary clinic:
i. Shall be confined to a completely enclosed, soundproofed and air-conditioned building except as provided below;
ii. One outdoor pet relief area may be allowed in conjunction with a veterinary clinic;
a. Pet relief area shall be no greater than two-hundred-fifty (250) square feet in area;
b. Pet relief area shall be enclosed with a black picket fence ranging between 4-5 feet in height;
c. Pet relief areas shall be located to the rear or side of the building or space in which the veterinary clinic is located;
d. Trees, shrubbery and benches are encouraged.
e. Waste stations are required.
iii. Exterior cages shall not be permitted.
iv. Overnight stay of animals is allowed.
v. Solid animal waste must be bagged separately from other refuse.
4. Accessory Uses: In addition to the accessory uses identified within the Land Management Ordinance, the following accessory uses are allowed:
a) Automobile wash and detailing
i. Such use shall be located within a parking garage or located to the rear or side of the structure in which the use is accessory to,
in such a manner as to not be visible from public areas.
ii. Such use shall be incidental to an office use or parking use, and shall be required to obtain all necessary permits.
Page 28 May 2019

iii. No buildings dedicated to car washing shall be allowed in conjunction with the use, including an automatic car wash.
iv. Water hoses, spray guns, vacuum stations, and the similar are allowed.
b) Automobile rental
i. The office component of the automobile rental use shall be located within the primary use, and automobiles for rent shall be
located within a parking structure or surface parking lot with no more than twenty (20) spaces dedicated toward the use. Such
spaces shall not be utilized to meet minimum parking standards.
ii. Such use shall be incidental to a hotel, office, or similar use, and shall be required to obtain all necessary permits.
iii. Standalone automobile rental establishments shall not be permitted.
5. Prohibited Uses: Prohibited uses within the HSN-GCS sub district shall be in accordance with the uses listed in under the City of Greenville’s
Land Management Ordinance, subsection 19-4.1.1(D)(2), Prohibited Uses. In addition, the following uses are prohibited within the HSN-GCS
sub district:
a) Automotive, boat and heavy equipment sales and service
b) Adult establishments and adult video stores
c) Automobile parts store
d) Bail bonding
e) Bodily fluid collection services
f) Fortune tellers
g) Laundry and dry-cleaning plant
h) Loan broker or small loan company
i) Pawn shops, payday lenders, title loan lenders, check cashing establishments, deferred presentment lenders, and establishments that deal
primarily in precious metals
j) Restaurant, with drive-through
k) Self-service storage (all uses)
l) Tattoo parlors
m) Veterinary clinic (outdoor)
n) Wholesale establishment
D. DENSITY AND INTENSITY

Development within the HSN-GCS sub-district shall include a maximum of 3.5 million square feet of heated/cooled and enclosed building area.
Page 29 May 2019

E. MINIMUM LOT AND/OR PARCEL REQUIREMENTS

1. Residential requirements (Multi-Family):
a) Minimum width and area.
i. Width – None
ii. Area – None
b) Maximum lot coverage by all buildings and structures.
i. 100 percent.
c) Minimum yard requirements
i. Front/secondary front 0 feet
ii. Side 0 feet
iii. Rear 0 feet
2. Residential requirements (Townhomes/Single-Family Attached):
a) Minimum width and area.
i. Width – None
ii. Area – None
b) Maximum lot coverage by all buildings and structures.
i. 100 percent.
c) Minimum yard requirements
ii. Side 0 feet
iii. Rear 0 feet
3. Non-Residential (retail, office, hotel, or other) requirements.
a) Minimum width and area: None
b) Maximum lot coverage by all buildings and structures:
i. 100 percent
c) Minimum Yard requirements
ii. Side 0 feet
iii. Rear 0 feet
F. ARCHITECTURAL DESIGN ELEMENTS

1. Design Theme
The overall design theme for the HSN-GCS sub-district will be a master planned mixed-use urban center containing, retail, government
office, office, residential and hotel uses. The HSN-GCS sub-district is located in an urban setting within the City of Greenville that is
surrounded by adjacent urban uses, services and features. The intent of this section is to promote creative solutions that future users may
want to incorporate within the sub-district. As such the overall development may be a blend of architectural styles. To ensure quality
development and maintain and enhance an attractive physical environment, the following architectural guidelines for all development within
the HSN-GCS sub-district are stated herein. Pertinent to an attractive physical environment for the public is the design of the site, use of
colors and materials, signage, building orientation, architectural style, and compatibility with the surrounding urban community. These
Page 30 May 2019

guidelines are intended to promote imagination, innovation and variety by focusing on design principals and encouraging creative solutions
which serve the following purposes:
• Create sense of permanence and place by promoting development that emulates enduring character using quality design and building
materials;
• Promote variety and diversity in architectural design;
• Inspire creative approaches to the use of land and related physical development;
• Encourage the realization and conservation of a desirable and aesthetic urban environment.
2. Architectural Design Guidelines

For development within the HSN-GCS sub-district, the following design criteria shall be applied and administered by the City Manager or
their designee. These guidelines shall govern the development of the site.
• Street level or “Storefront” to include the ground floor of a multi-story building, will require additional design and construction to
provide an increased focus and link to the adjacent public spaces within the rights-of-way.
• Overhangs, awnings, canopies, or other projections from building walls for customer/public entrances shall be required on all ground
level retail. To create visual interest, these entrances may also consist of nano walls, garage door openings, and the like.
• Buildings shall be situated in a manner to promote an urban streetscape consistent with the architecture shown in Figures 3A-3D.
• Buildings shall be configured in a manner that enhances pedestrian activity through any of the following features: (a) Orientation of
the building towards adjacent streets, sidewalks, or open spaces; (b) The inclusion of storefront windows and awnings; (c) Avoidance
of un-broken opaque wall planes facing pedestrians; (d) Pedestrian-oriented entrances; (e) Similar features that foster an active public
realm; or, (f) the inclusion of canopies, overhangs, recesses, projections, arcades, or arches.
• The heights of buildings shall be varied to avoid the appearance of an elongated building mass
• High quality materials shall be used to create a look of permanence within the project. Variations in the design of each building in
terms of color, architecture, and material is encouraged in order to create interest and reduce a monotonous appearance.
• Prohibited materials for non-residential development shall be in accordance with LMO, subsection 19-6.5.7(F)(6).
• Prohibited materials for multi-family residential development shall be in accordance with LMO, subsection 19-6.8.9(H).
• Delivery and loading operations, HVAC equipment, trash locations, backflow preventers and other utility and service functions shall
be screened from pedestrian view through being incorporated into the design of the building, through landscaping, or other methods
• Multi-family residential development shall adhere to the generally accepted Principles of Crime Prevention Through Environmental
Design (CPTED), to the maximum extent practicable. These principles involve the design of walkways, fences, lighting, signage and
landscape to enhance natural site surveillance, control of access, and clear definition of public and private spaces.
• No front yard parking or front loaded garages shall be allowed; however, alley-fed is allowed.
• In instances where a parking structure is visible from a public viewpoint, architectural features are required to minimize the visual
impact. Such features include brick façade, screen materials, signage, paintings or murals, graphics, textured concrete, and the like.
• Parking structures are encouraged to be constructed in a manner that could later be repurposed to another use.
• Public art shall be encouraged to be incorporated throughout the development in public spaces. The Veterans Memorial shall be
located in the plaza adjacent to the new County Square Administrative Office Facility.
Page 31 May 2019

3. Architectural Examples: Non-residential and multi-family residential development shall resemble the architecture depicted below in
Figures 3A-3D. The non-residential and multi-family design standards listed within the Land Management Ordinance shall not apply.
Page 32 May 2019

Page 33 May 2019

Page 34 May 2019

Page 35 May 2019

G. INGRESS, EGRESS AND TRAFFIC CIRCULATION

The HSN-GCS sub-district will be served by a hierarchy of streets located within the sub-district. Church Street and University Ridge (realignment of
University Ridge) will serve as the major collector roadways for the sub-district and will be the highest classified streets (Figure 4). Access to all
parcels within the sub-district are planned via public rights-of-way or privately-owned roads. The new segment of University Ridge is planned as a
two-lane undivided roadway with parking lanes, planting areas and walkways. Rights-of-way shall be constructed in accordance with the typical sections
found within Exhibit B.
Vehicular interconnectivity within the sub-district is planned to promote the internal circulation of project traffic to reduce the dependence upon
adjacent collector roadways for access between the uses in the sub-district. Vehicular connection points between parcels will be depicted on the
FDP(s) as they are submitted for review and approval. Additionally, bus stops and ride share drop off locations are shown on the Vehicular
Connectivity exhibit (Figure 4). Final location of bus stops and drop off locations will be finalized during the FDP review and approval process.
Multi-purpose paths shall be constructed along three of the project boundaries (Figure 5). Specifically, a 15-foot-wide multi-purpose path shall be
constructed along the northern project boundary, a 12-foot-wide multi-purpose trail shall be constructed along the east side of the project adjacent to
Church Street, and a 12-foot-wide multi-purpose trail shall be constructed along the west side of the project adjacent to Howe Street. Residential
sidewalks shall be a minimum of 5 feet in width. Sidewalks serving mixed-use and commercial areas shall be a minimum of 8 feet in width. In
commercial and mixed-use areas, wider sidewalks will be encouraged to promote walkability and allow for outdoor seating for cafes and restaurants
within the sub-district. In such cases, there shall be a minimum of 4 feet of clearance for adequate passing distance by pedestrians. Variations to
minimum sidewalk widths shall be allowed to accommodate existing topography constraints. Notwithstanding the foregoing, sidewalks shall be
provided in accordance with minimum ADA requirements.
Page 36 May 2019

Figure 4: Vehicular Connectivity Diagram
Page 37 May 2019

Figure 5: Pedestrian and Bicycle Connectivity Diagram
Page 38 May 2019

H. PARKING
There are three basic types of vehicular parking for the Greenville County Square redevelopment project: parallel parking, structured parking, and,
where applicable, surface parking. A parking garage with approximately 1,000 parking spaces is planned to the north of Zone A on the PD
Regulating Plan. It is anticipated that another 2-3 shared parking garages will be constructed throughout the remainder of the site. In recognition
of the mixed-use nature of the project, potential for shared parking, connectivity with pedestrian facilities, the rise in popularity of shared-ride
services, and the future possibilities with autonomous vehicles, minimum parking ratios and requirements have been reduced to avoid over-
parking. According to the Shared Parking Analysis prepared by Walker Consultants, a minimum of 5,263 structured parking spaces will be provided
throughout the site to accommodate the development (Exhibit A). The Shared Parking Analysis may be amended administratively to reflect a
variation in the composition of the development. Pursuant to Land Management Ordinance, subsection 19-6.1.2, the maximum off-street parking
standards of subsections 19-6.1.2 and 19-6.1.3 shall not apply to developments which incorporate a parking structure. Parking space dimensions
shall be in accordance with LMO, Table 19-6.1-4: Standards for Parking Stalls. On-street parking abutting a development parcel’s frontage shall
not be considered in the parking supply calculations to comply with the parcel’s parking space requirements. Bicycle parking shall be provided in
accordance with LMO, subsections 19-6.1.3(C) and 19-6.1.6(K)
I. SIGNAGE
Signage within the HSN-GCS sub-district shall comply with LMO, subsection 19-6.6.
J. LANDSCAPING
Landscaping, buffering and screening shall comply with LMO, subsection 19-6.2 and tree protection shall comply with LMO, subsection 19-6.3.
K. EXTERIOR LIGHTING
Exterior lighting shall comply with LMO, subsection 19-6.4
L. SITE DEVELOPMENT AND RELATED INFRASTRUCTURE

All proposed public and private improvements shall meet the requirements of LMO, subsection 19-6.7 Site Development and Related Infrastructure.
The design and construction of the public and private infrastructure shall conform to all applicable federal and state regulations and the requirements
of the City’s design and specifications manual. Additionally, the Owner will provide all maintenance within the sub-district.
M. OPEN SPACE
Within the site, open space will be provided along the northern property boundary adjacent to the Governor’s School in the form of a 15 foot wide
multi-use trail, along the western boundary adjacent to Howe Street in the form of a 12 foot wide multi-use trail, and along the eastern boundary adjacent
to Church Street in the form of a 12 foot wide multi-use trail. The 12-foot-wide trail along Church Street may meander in and out of right-of-way.
Signage currently found on the Swamp Rabbit Trail will be incorporated along the multi-purpose trails, where applicable, to provide continuity.
Together, these multi-purpose trails amount to approximately 30,000 SF in area. In addition to these areas, plazas are anticipated to be located in two
main areas including, the area in front of the County Square Administrative Office Facility, and the area along University Ridge (Figure 5). Further, a
minimum of three dog parks will be sited throughout the site proximate to or as a part of multi-family residential uses. In addition to the foregoing,
other types of open space throughout the site may include squares, plazas, pocket parks, rooftop gardens, and the like (see “Permitted Types”).
1. General Provisions:
Page 39 May 2019

a. Open space consists of all greenways, meadows, parks, sports fields/stadiums, greens, squares, plazas, community gardens, rooftop
gardens, playgrounds, dog parks, and private open space amenities. Definitions of these open space types are provided below.
b. Open space shall be planned and accessible and usable by persons living nearby.
c. Playground equipment, statues, and/or fountains, when installed, should be located in squares and parks.
d. Open space shall connect to street frontage, building access points, or a combination of both to encourage use and enhance safety and
surveillance of the space. Open space shall adhere to Crime Prevention through Environmental Design (CPTED) principles.
e. Open space can be separately deeded to either a property owner’s association, a non-profit land trust or conservancy, Greenville County,
the City of Greenville, or otherwise permanently protected through deed restriction.
2. Permitted Types:
a. Greenway: A corridor encompassing a trail for bicycles or pedestrians. The trajectory of a greenway should lead through rural as well
as urban areas, connecting the countryside to urban parks. The landscaping pattern should be appropriate to the location: naturalistic
within the countryside, and formal within the neighborhoods.
b. Meadow: An area available for unstructured recreation outside of a neighborhood. A meadow is naturalistic, consisting of native
plants, growing unchecked, and requiring minimal maintenance.
c. Park: A large open area available for recreation, usually located at the neighborhood edge, and fronted by buildings. Its landscape comprises
paved paths and trails, some open lawn, trees and open shelters, all naturalistically disposed and requiring limited maintenance.
d. Sports field/Stadiums: An open area or facility and its related ancillary buildings specifically designed and equipped for large-scale
structured recreation. Such fields should be confined to the edges of neighborhoods as their size is disruptive to the fine-grained network
which is required for pedestrian travel.
e. Green: A medium-sized public space available for unstructured recreation, circumscribed by building facades, its landscape consisting of
grassy areas and trees, naturalistically disposed and requiring only limited maintenance.
f. Square: A public space, seldom larger than a block, at the intersection of important streets. A square is circumscribed spatially by frontages;
its streetscape consists of paved walks, lawns, trees, and civic building all formally disposed and requiring substantial maintenance.
g. Plaza: A public space at the intersection of important streets set aside for civic purposes and commercial activities, A plaza is circumscribed
by frontages; its landscape consists of durable pavement for parking and trees requiring little maintenance. All parking lots on frontages
should be designed as plazas with the paving not marked or detailed as parking lots.
h. Community Gardens: A grouping of garden plots available for small-scale cultivation, generally to residents of apartments or other
dwelling types without private gardens. Community gardens should accommodate individual storage sheds. Community gardens are
valuable for their recreational and communal role, similar to that of a club.
i. Rooftop Gardens: Rooftop gardens are man-made green spaces on the topmost levels of building structures. They may be designed to
grow produce, provide play space, give shade and shelter, or provide a green area.
j. Playground: A small open area specifically designed and equipped for the play of small children. A playground is usually fenced and may
include an open shelter. Playgrounds should be interspersed within residential areas, a short walking distance from dwellings.
k. Dog Park: A small open area specifically designed and equipped for the play of dogs. The dog park is usually fenced and must include pet
waste disposal stations. Dog parks should be interspersed within residential areas, a short walking distance from multi-family areas.
l. Private Open Space: Patios, porches, decks, balconies, and yards that are a component of multi-family residential development.
Page 40 May 2019

N. FINAL DEVELOPMENT PLAN APPROVAL

Requests for Final Development Plan (FDP) approval for development (including multi-family residential uses) within the HSN-GCS Sub-district shall
be submitted to the City for review and approval by the Administrator or their designee. The submitted FDP will be reviewed for conformance with
the approved HSN-GCS development standards adopted in this section of HSN Code. If determined to be in substantial conformance with the HSN-
GCS Sub-district requirements, the landowner may proceed to develop the land subject to the FDP.
Page 41 May 2019

EXHIBIT A
MEMORANDUM
GREENVILLE COUNTY SQUARE
PROJECT #19-1149.00
DATE: May 10, 2019

TO: GT RP Greenville
ADDRESS: 309 East Paces Ferry Road, Suite 325
CITY/STATE: COPY Atlanta, GA 30305
FROM: Joey D. Rowland, P.E.

PROJECT NAME: Greenville County Square
PROJECT NUMBER: 19-1149.00
Per your request, Walker Consultants has performed a shared used analysis to determine the minimum amount
of parking required for the Greenville County Square development. In a large mixed-use development, it
is customary to use the concept of shared parking to determine the overall parking demand for the
project. Fluctuating patterns of demand allow different land uses to share the parking supply, thereby reducing
the total number of parking spaces and impervious area needed to support a development. By ensuring
that the development offers an appropriate parking supply for the busiest hour of the year (without an
unneeded surplus), owners are also able to maximize open space and undeveloped area.
SHARED PARKING METHODOLOGY
The process of developing a shared use parking model is derived from basic demand ratios developed by
the Urban Land Institute, the Institute of Transportation Engineers, and other agencies. Base ratios are
developed by observing hourly accumulations of vehicles around standalone land uses during a standard year
(365 consecutive days) and identifying design conditions for a weekday and a weekend. At the peak hour of the
year, a comparison is made between the total number of cars parked and a key driver specific to the land use
(square footage for most land uses, rooms for a hotel, bedrooms for a residential complex, etc). The result of
this analysis yields a gross or unadjusted demand.
Several factors are applied to determine the shared demand. The first factor is a “drive ratio.” The drive
ratio represents the percentage of users arriving at the site by means other than personal vehicle. The second
factor is the “non-captive ratio.” Non-captive ratios are typically expressed as a percentage of users who
create no incremental parking demand when visiting more than one land use on the same trip. For
example, an office building employee may walk to a restaurant or retail shop during lunch. Overall, the effects
of the captive market can be significant. The use of the non-captive ratio factor ensures that patrons are not
counted twice in the overall parking demand estimate for the study area. The final and perhaps the most
significant adjustment applied to the shared use analysis is the “presence factor.” The presence factor is
expressed as a percentage of peak potential demand modified for time of day and month of year. Presence
can have a significant effect on parking demand in a mixed-use development.
|1
MEMORANDUM
PROJECT #19-1149.00
PROJECT OVERVIEW
The Greenville County Square is a master-planned 40-acre development located south of downtown Greenville,
SC. The center piece of the project will include a new County Government Complex with two office buildings and
a civic plaza. Other parts of the development will include a mix of land uses including residential, office,
restaurant, retail, fitness center, grocery, and a hotel. Figure 1 below shows the planned development and street
system.
Figure 1: Greenville County Square Master Plan (Image Courtesy of GT RP Greenville)
|2
MEMORANDUM
PROJECT #19-1149.00
GT RP Greenville has indicated that the conceptual master plan will includes the following land uses and
densities as shown in Table 1 below.
Table 2: Development Summary
Land Use Density

County Building: 250,000 SF
Office: 1,120,000 SF
Residential: 1500 Units
Retail (General Use): 123,000 SF
Retail (Restaurant): 41,000 SF
Cinema: 800 Seats
Fitness Center: 60,000 SF
Grocery: 30,000 SF
Hotel: 200 Rooms
PARKING REQUIREMENTS
The off-street parking requirements are outlined in the City of Greenville, SC Code of Ordinances, Section 19-6.1.3.
Table 19-6.1-1: Off-street Parking Requirements Schedule A gives the minimum spaces required and the maximum
spaces allowed for typical land uses. These requirements are given below in Table 2. Note that the County Office
Building will be parked at 1 space per 250 square feet by prior Agreement.
Table 2: City of Greenville Off-Street Parking Requirements
Use Category Use Type Minimum Spaces Maximum Spaces

Required Allowed
Residential Multi-Family Dwelling 1.5 per Dwelling To be determined
Unit
Office Other Offices 1 per 600 square 1 per 150 square
feet feet
Retail sales and Retail sales and 1 per 500 square 1 per 250 square
services services, all other uses feet feet
Retail sales and Health club or spa 1 per 250 square To be determined
services feet
Retail sales and Indoor entertainment 1 per 3 fixed To be determined
services facility seats, or 1 per
300 SF, whichever
is greater
Retail sales and Grocery Store 1 per 650 square 1 per 250 square
services feet feet
Visitor Hotel or motel .75 per guest 1.0 per guest
Accommodations room room
|3
MEMORANDUM
PROJECT #19-1149.00
SHARED PARKING DEMAND
Walker used the base ratios above to calculate the “unadjusted demand” for the Greenville County Square
development. Based on the City parking ratios, the unadjusted demand is calculated to be 6,892 spaces.
As discussed above, the “non-captive” adjustment reflects the percentage of patrons visiting the land use that are
not already present. For example, the non-captive adjustment for retail, restaurant, and grocery is 80%. That
means that 80% of these patrons are arriving from off site whereas 20% are already there from another land use,
such as office workers or residential tenants walking to a restaurant or retail shop.
The “drive ratio” adjustment reflects the percentage of patrons who drive their own car to the development. For
office users, it is assumed that 5% of the workers live close enough to walk or bike to work or take public
transportation, ride sharing, or car pool with a co-worker. For hotel users, it is assumed that 25% will arrive at the
hotel by taxi, Uber/Lyft, or other shared ride service.
The presence factor is derived from ULI tables that list the expected presence of a land use at each hour of the
day. For our analysis, it was determined that 2:00 pm is the peak hour for parking demand. For example, at 2:00
pm, it is expected that 100% of office workers will be present, whereas on 65% of the residents are there at that
same time.
Each of the adjustments above are applied to unadjusted demand to arrive at a shared parking demand for the
development. Taking the development as a whole and assuming that parking supply will be sufficiently distributed
throughout the site, the shared use peak hour parking demand is calculated to be 5,263 spaces. This is considered
to be the minimum required for the development and reflects a total shared use reduction of 23.6%. Table 3
below is a summary of the shared parking analysis.
Table 3: Shared Parking Demand Summary
Unadjusted Adjustments Shared

Land Use Density Ratio Shared Demand
Demand Non-Captive Drive Ratio Max Presence Reduction
County Office 250,000 4 per 1000 SF 1000 100% 95% 100% 950
Office 1,120,000 1 per 600 SF 1870 100% 95% 100% 1777
Retail 123,000 1 per 500 SF 246 80% 100% 100% 197
Restaurant 41,000 1 per 100 SF 410 80% 95% 90% 280
Residential 1,500 1.5 per Unit 2250 100% 100% 65% 1463
Fitness Center 60,000 1 per 250 SF 240 90% 100% 70% 151
Cinema 800 1 per 3 Seats 264 95% 100% 55% 138
Hotel 200 .75 per Key 150 100% 75% 60% 68
Grocery 30,000 1 per 650 SF 462 80% 100% 65% 240
TOTALS 6892 5263 23.6%
|4
XII. Supplemental Materials

Includes: Master Plan, Vehicular Connectivity
Diagram, Site Context Diagram, Pedestrian and
Bicycle Connectivity Diagram, Massing
Examples, Topographic Survey, HSN Sub-
District Map, and University Ridge Fiscal
Impact Analysis,
May 2019
CONCEPTUAL MASTER PLAN
10 story office tower on visual centerline of --------------------------�

I
Main Street with views over downtown skyline
250,000 sf - - ----------------------
- - - - - 8 story office tower over retail podium
200,000 sf
Connection to Reedy Falls Park-----------------

---re- -
-,11 ----------------- Linear park along north boundary of site with
multi-use trail connections
Retail
10K Shared Parking
Extend University Street creating retail shopping -----------�F�&-'�
'
Deck C
7 Levels ' '
street +/· 1,000 sp
f/3---f+---- ,-----r++----- 12 story office tower over parking podium

I 300,000 sf
I
3 level fitness center over ground level retail - - - - - - - - - - -+
- If-------'�----,,-:-�- --'
- �� I
Residential
/
with lobby access from paseo space /
Parking Deck
60,000 sf ,_ 5 story residential with visual connection to

,.,
,.,
,_ "' I Shared Parking
Deck A county plaza - +/- 280 units
Residential wrapping parking deck with ground -----------,.,"'---jt-f-,________ 6 Levels
+/· 1,070 sp
level retail along University Street � Residential
Parking Deck Paver street as part of plaza environment for
+/- 425 units access to County Square and parking deck
Hotel above retail with amenity and meeting - - - - - - - - - -

-II-+-++-+--�
Right-in/right-out access for service and lower
room level overlooking central plaza Retail level of parking deck
+/- 200 rooms ,_
,.,
,.,
"'
"',_ Civic plaza area with Veterans Wall integrated
Cinema
I
38K
I into plaza design
<'.
Shared Parking
Deck B New 5 story County Square office anchoring
Multi-use trail along Howe Street frontage ____________,, 6 Levels
+/- 1,235 sp public plaza space and corner of University
Ridge and Church Street - 250,000 sf
---94'--
5 story residential wrapping amenity --------------------"c-' �=---------------- '------------ Emergency vehicle parking along University
courtyard and parking deck +/- 380 units Residential Ridge
Parking Deck
'------------+------------ 12 story office tower above retail and parking

Neighborhood grocery and retail with 8 stories- - - - - - - - - - - - -
------'\c'¼-----'� podium and overlooking central plaza and
of residential above and 5 levels wrapping Residential
County Square - 250,000 sf
parking deck and Retail
Parking Deck
Development Summary
Optional location for 5 levels of loft office with----------------
----\------, Retail 300,000 sf
120,000 sf or a 150 room hotel Retail 172,000 sf
Office Grocery 30,000 sf
Parking Deck Cinema 38,000 sf
Fitness Center 60,000 sf
Loft Office 120,000 sf
Office 1,000,000 sf
County Square Office 250,000 sf
Hotel 175,000 sf (200 rooms)
Residential 1,655,000 sf (1,500 units)
Total Development 3,500,000 sf

Shared Parking 4,000 sf
UUM,f T
0 25 50 100 '""
GREENVILLE COUNTY SQUARE CP-4

WAKEFIELD
BEASLEY &
ASSOCIATES GREENVILLE I SOUTH CAROLINA 25 MARCH 2019
A l'ELSON Com?11ny
800 EAST WASHINGTON STREET, SUITE B GREENVILLE, SC 29601

PH: (864)271-0496 FAX: (864)271-0402

PH: (864)271-0496 FAX: (864)271-0402

PH: (864)271-0496 FAX: (864)271-0402

PH: (864)271-0496 FAX: (864)271-0402
March 2, 2018
UNIVERSITY RIDGE FISCAL AND

ECONOMIC IMPACT ANALYSIS
GREENVILLE, SOUTH CAROLINA
Prepared by:
RKG Associates, Inc.

Economic, Planning and Real Estate Consultants
300 Montgomery Street

Suite 203
Alexandria, VA 22314
703.739.0965
www.rkgassociates.com
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC
TECHNICAL MEMORANDUM
To: Patrick Leonard, Principal

RocaPoint LLC
From: Russell Archambault, Vice President and Principal
RKG Associates, Inc.
Re: University Ridge Development
Greenville, SC
Date: March 2, 2018
I. INTRODUCTION
In early 2017, Greenville County issued a formal request for sealed proposals from
qualified real estate development teams to strategically acquire, demolish, and redevelop
up to 37.4± acres of County government-owned property located on University Ridge in
the City of Greenville, South Carolina. The County is seeking the replacement of an
Greenville County administrative office facility prior to demolishing the current structure
and developing the remainder of the site to complement and enhance economic
development investment and functionality within Downtown Greenville.
The County’s stated objectives for the project include:
• High Quality Development and Management Intensive,

• High Density Urban Land-Usage,
• Aesthetically Striking and Appealing Urban Buildings, Hardscape, and Landscape
Design,
• Thoughtful Consideration for the Replacement of a County Administrative Office
Facility,
• Connectivity to Downtown Greenville, Adjacent Parks, Trails and Surrounding
Properties,
• Distinct Sense of Place, Including Walkability, Greenspace and Public Gathering
Spaces,
• Adequate Parking and Vehicular and Pedestrian Traffic Circulation and
• Significant Positive Community Impact.
RocaPoint, LLC of Atlanta, GA is currently working with the Greenville County

government to plan and negotiate the redevelopment of this site. In conjunction with
those negotiations, RocaPoint has retained the services of RKG Associates, Inc. of to
estimate a “one-time” fiscal and economic impact of the project at “buildout.” This type
of analysis estimates the final dollar impacts in current dollars (2017) and assumes that all
building uses have reached stabilization and are fully operational. While the project will
be completed in phases and could take years to reach full occupancy, this analysis is
simplified to provide and “order-of-magnitude” estimate for planning purposes.
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Figure 1 – University Ridge Site
II. PROJECT DESCRIPTION
The University Ridge Table 1

development proposed by Building Program Summary
RocaPoint LLC is a large University Ridge Development
% of
mixed-use development on
Construction Type Building SF Total No. Units
approximately 37 acres OFFICE SPACE
located just southeast of Private Office Space 650,000 18.9%
Downtown Greenville. The County Office Space 250,000 7.3%
RETAIL SPACE
project is comprised of 3.4
Retail/Service/Restaurant Space 515,000 15.0%
million square feet of new HOTEL
building space, the largest Full-Service Hotel 330,000 9.6% 300
of which is 1,200 units of APARTMENTS
multi-family residential Multi-Family Units 1,340,425 39.0% 1,200
PARKING
accounting for 1.3 million SF Parking Structure (1,000 spaces) 350,000 10.2% 1,000
or 39% of the total (Table 1). Totals - Assessed Value and Property Taxes 3,435,425 100.0%
In addition, roughly 900,000 Source: RocaPoint LLC and RKG Associates 2016
SF of new office space is
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being proposed, including a new 250,000 SF municipal office complex that will house 500
Greenville County government employees. The existing county office complex will be
demolished to make room for this new redevelopment.
III. FISCAL IMPACT ANALYSIS
The fiscal impact analysis includes an examination of the major municipal revenues and
expenditures to be generated by the University Ridge project. Typically, such analyses
will include general municipal expenditures for a full range of local government services,
as well as the cost of educating children moving into the development. Because the project
is located within the City of Greenville, the project will generate revenues for the City of
Greenville, Greenville County and the Greenville County School District.
In addition, there are other local taxes and fees that will be levied on the gross revenues
of various businesses, as well as a local hospitality tax on prepared foods sold in
restaurants and hotels and a local accommodations tax on the sale of hotel rooms in
Greenville. Because the property is located within the City of Greenville, no additional
taxes or fees imposed by Greenville County apply. Other than real, motor vehicles and
personal property taxes, other County fees and taxes apply to the unincorporated portions
of Greenville County. At this early stage, it is difficult to estimate what percentage of the
fiscal impacts will be new, rather than transferred from some other parts of Greenville
County. Undoubtedly, some households and businesses currently located within the
County will chose to relocate to University Ridge. RKG’s analysis assumes that when that
occurs, other households and businesses will “backfill” the spaces that have been vacated.
A brief description of each of the major revenue sources estimated for this analysis are
contained below.
A. Municipal Revenues:
1. Real, Personal Property and Motor Vehicle Taxes - City taxpayers must pay a
millage on the assessed value of real property, personal property and motor
vehicles. That millage rate is determined by the project’s location within a specific
taxing district. For the University Ridge project, the millage rates for Tax District
500 apply and include the City of Greenville (.0853 mills plus a 0.5 mill Arena tax),
Greenville County (.0669 mills) and the school district (.1849 mills) for a total
millage rate of .3445 (Table 2). This tax rate is then applied to the property’s total
assessed value (both real, personal property and motor vehicles), which in
calculated using different assessment ratios depending on the type of property.
For example, owner-occupied residential property is assessed at 4% of appraised
value, while commercial personal property is assessed at 10.5% of appraised value
or market value.
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Table 2
Real Property Assessed Value & Taxes
University Ridge Development
TOTAL APPRAISED VALUE TOTAL ASSESSED VALUE ANNUAL PROPERTY TAX REVENUES
Total Real Total Appraised Total Real Motor Motor Other Greenville Green Co. City of
No. of No. of Property Value (Real, PP, Property Vehicles Vehicles Personal Total Assessed County Millage School District Greenville Total Property
Development Type Estab. Building SF Units Land Value Buidling Value Appraised Value Motor Veh) Assessed Value (Households) (Business) Property Value Rate Millage Rate Millage Rate Tax Revenue
0.06 0.06 0.105 0.105 0.0669 0.1918 0.0858 0.3445
OFFICE SPACE
Private Office Space 131 650,000 $ 26,000,000 $ 227,500,000 $ 253,500,000 $ 256,009,284 $ 15,210,000 $ - $ 263,475 $ 655,241 $ 16,128,716 $ 1,079,011 $ 3,093,488 $ 1,383,844 $ 5,556,343
County Office Space 1 250,000 $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -
RETAIL SPACE
Retail/Service/Restaurant Space 94 515,000 $ 23,175,000 $ 206,000,000 $ 229,175,000 $ 230,971,476 $ 13,750,500 $ - $ 188,630 $ 469,108 $ 14,408,238 $ 963,911 $ 2,763,500 $ 1,236,227 $ 4,963,638
HOTEL
Full-Service Hotel 1 330,000 300 $ 12,000,000 $ 115,500,000 $ 127,500,000 $ 127,519,111 $ 7,650,000 $ - $ 2,007 $ 4,991 $ 7,656,997 $ 512,253 $ 1,468,612 $ 656,970 $ 2,637,836
University Ridge Fiscal and Economic Impact Analysis
APARTMENTS
Multi-Family Units 1,340,425 1,200 $ 45,600,000 $ 321,702,000 $ 367,302,000 $ 383,909,650 $ 22,038,120 $ 980,490 $ - $ 27,947 $ 23,046,556 $ 1,541,815 $ 4,420,329 $ 1,977,395 $ 7,939,539
PARKING
Parking Structure (1,000 spaces) 1 350,000 1,000 $ 1,333,333 $ 18,666,667 $ 20,000,000 $ 20,019,111 $ 1,200,000 $ - $ 2,007 $ 4,991 $ 1,206,997 $ 80,748 $ 231,502 $ 103,560 $ 415,811
Totals 228 3,435,425 $ 108,108,333 $ 889,368,667 $ 997,477,000 $ 1,018,428,632 $ 59,848,620 $ 980,490 $ 456,118 $ 1,162,276 $ 62,447,504 $ 4,177,738 $ 11,977,431 $ 5,357,996 $ 21,513,165
Source: RocaPoint LLC and RKG Associates 2016
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March 2018
The proposed University Ridge development has an estimated appraised value of

$997.5 million in real property, with an additional $20.7 million in motor vehicles
and $11.3 million in other personal property value, which comes to $1.02 billion in
total appraised value. After adjusting for a local assessment ratio of 6% for
commercial properties, motor vehicles and 10.5% for other personal property, the
total real property assessed value is adjusted to $59.8 million, with an additional
$1.4 million for motor vehicles and $1.2 million in personal property value. The
three millage rates are then applied to the total assessed value of $62.4 million
resulting in property tax revenues of more than $21.5 million at buildout.
2. Business License Fees – The second largest revenue source for the City of
Greenville is the business license fee, which is applied to the gross sales of local
businesses. Business license fees are calculated based on the classification of the
business, and different fee rates apply to each at various revenue thresholds.
While it is too early to know precisely what types of businesses will locate at
University Ridge, RKG Associates has made several assumptions based upon the
current building program and the allocation of building square footage.
RKG estimates that roughly 227 businesses would either relocate or be created
totaling $560.5 million in annual sales subject to the City’s business license fee.1 At
buildout, it is estimated that roughly $992,562 in revenue could be raised by this
fee, with an average business license fee of $4,367 per year based on average
annual sales of $2.4 million (expressed in 2017 dollars). These averages are inflated
due to high gross sales by a small number of large companies (Table 3).
Table 3
City of Greenville
Annual Business License Fees by Business Type
University Ridge Development (Expressed in 2017 Dollars)
No. of Bus. Lic. Fee Ann Bus. Lic
Business Category Total Annual Sales Estab. Per Estab. Fees
Category 01 - General Retail $ 83,125,000 34 $ 4,347 $ 147,803
Category 03 - Personal/Business Services $ 185,005,621 100 $ 3,293 $ 330,653
Category 04 - Hotels & Restaurants $ 52,545,064 21 $ 4,510 $ 94,715
Category 05 - Professional Services $ 239,779,329 72 $ 5,833 $ 419,390
Total - Business License Fees $ 560,455,014 227 $ 4,367 $ 992,562
Source: RKG Associates, Inc., 2018
3. Local Hospitality Tax - The City of Greenville has a 2% local hospitality tax on
prepared meals and beverages in the City, and the proceeds are used for tourist-
related improvements and facilities as required by State law. The tax is levied on
restaurants, hotels and other similar facilities selling prepared food, meals and
alcoholic beverages.
1 Projected revenues do not include the new County office building, which is a tax-exempt use and does not generate
taxable sales subject to the business license fee.
5|Page
Based on RKG’s Table 4

analysis, nearly $29.8 City of Greenville Hospitality Tax
million in hotel and University Ridge Development (Expressed in 2017 Dollars)
restaurant sales would Hotel Food & Beverage Sales $ 4,809,056
be subject to the 2% Full-Service Restaurant Sales $ 7,425,000
hospitality tax, Limited Service Restaurant Sales $ 17,587,500
generating $596,431 per Total Sales Subject to Local Hospitality Tax $ 29,821,556
year expressed in 2017 Hospitality Tax 2.0%
Annual Hospitality Tax Revenues $ 596,431
dollars (Table 4). The
Source: RocaPoint LLC and RKG Associates, Inc., 2018
restaurant sales
estimates are based on
average sales per square foot for limited-service and full-service restaurants and
the hotel sales reflect the average share of full-service hotel revenues derived from
food & beverage sales.
4. Local Accommodations Tax - The Local Accommodations Tax represents a 3%

levy that is collected from accommodation facilities located within the City of
Greenville. The County imposes a similar tax but on businesses located in
unincorporated areas of the County.
The data presented in Table 5

Table 5 assumes a 300- City of Greenville Accomodations Tax
room, full-service hotel Number of Hotel Rooms 300
with one or more Total Annual Room Nights (365 days) 109,500
Annual Occupancy Rate 66.5%
restaurants and Annual Room Night Demand 72,818
conference or meeting Average Daily Room Rate Rev. % $ 175.00
space. The hotel would Total Room Revenue 68.1% $ 12,743,063
Food & Beverage (25.7%) 25.7% $ 4,809,056
have a higher average Oher Operated (4.5%) 4.5% $ 842,053
daily rate at $175 per Misc. Income (1.7%) 1.7% $ 318,109
room night, given its Total Hotel Revenues 100.0% $ 18,712,280
downtown location. Revenues Subject to Local Accom. Tax $ 12,743,063

This would produce Local Accommodations Tax 3.0%
annual revenues of Annual Local Accommodations Tax $ 382,292
$18.7 million at an Source: RocaPoint LLC and RKG Associates, Inc., 2018
occupancy rate of 66.5%
at stabilization. Total accommodations taxes are estimated at $382,292 in 2017
dollars.
B. Municipal Expenditures:
1. General Government – General government expenditures include the basic

functions of local government (e.g., police, fire, administration, public works, etc.),
apart from schools, which are funded through their own ad valorem taxing
authority. New developments like University Ridge also generate demand for
municipal services, which results in a cost for providing these services. To fully
assess the municipal service cost of the proposed development program,
6|Page
departmental expenses have been estimated for locally funded government

services that will be provided by the City of Greenville to the residents, workers,
property owners and patrons of the proposed University Ridge development.
RKG Associates allocated a proportional share of municipal expenditures to
residential and commercial development.
RKG Associates employed a methodology that utilized expenditure data from the
City of Greenville Comprehensive Annual Financial Report (CAFR) for year
ending June 30, 2017 and the assessed value estimates derived from the
developer’s project market values. The primary municipal expenditure included
in this analysis is public education, which is typically the largest single
expenditure item for local government and is provided by the Greenville County
school district and paid for through a local millage tax paid on real and personal
property and motor vehicles.
According to the City’s 2017 annual financial report, residential land uses in
Greenville account for a proportional share of the tax base equal to 34.3% of total
assessed value and commercial uses account for 65.7%. Since apartments are
typically considered a commercial enterprise for property assessment purposes,
the commercial tax base includes these properties.
Departmental expenses were derived from the FY 2016-17 CAFR and represent
actual spending and not budget estimates. Expenses are allocated by proportional
share. Departmental expenses are adjusted to reflect this proportional share and
efficiencies associated with the provision of government services to households in
Greenville. It should be noted that the analysis does not include the cost of
operating enterprise funds such as water and sewer, since they are enterprise
funds operated on a fee-for-service basis and therefore are expected to cover the
cost of their operations.
The projections of municipal costs on a per household basis recognize that there
are economies of scale associated with ongoing government operations, and that
the introduction of new households into the City will impact certain departments
more directly than others. Therefore, each functional element is assigned an
efficiency factor, which is a percentage that reflects the incremental costs that
would be incurred from net new households in the City. As stated previously,
RKG has not attempted to estimate the number of “net new” households would
be added to the City of Greenville due to this project. In all likelihood, some will
be new but others will be related from other parts of the City and Greenville
County.
As an example, the public safety cost categories of traffic safety, patrol services,
and investigations are likely to be more directly impacted than building and
vehicle maintenance. Similarly, fire rescue operations will be more directly
impacted than the city administration (Tables 6 and 7).
7|Page
• Major departmental expense categories with the lowest efficiency factors

include: Legislative/Administration, Public Information and Events,
Office of Management & Budget, etc., all at 15%. The subcategory,
Economic Development does not apply to households, so is exempt.
• Public Safety has the highest efficiency factors of 75% for the Fire
Department.
• RKG has eliminated the Police Department operations (i.e., police service
personnel) from the general government expenditures and have replaced
it with an estimated cost based on projected service levels associated with
the University Ridge population and commercial development. Given the
size of this development, a more detailed estimate was necessary to reflect
the increased demand for service calls.
• A 100% proportional share is assigned to some Parks & Recreation services,
since residents overwhelmingly derive the greatest direct benefits from
this service.
• The streets surrounding the development will be a City responsibility. The
Public Works efficiency factor is 50%.
Based on the methodology described above, it is estimated that the incremental

municipal cost of government services per new household is $290 in 2017 dollars,
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Table 6
Incremental Residential Municipal Costs Per Household
Residential Adjusted
FY 2016-17 Proportional Efficiency Municipal Costs
Expense Category Actual Share @ 35% Factor by Function
Legislative/Administrative
City Attorney $950,483 $335,658 15% $ 50,349
City Clerk $175,071 $61,825 15% $ 9,274
City Coucil $155,732 $54,996 15% $ 8,249
City Manager $873,251 $308,383 15% $ 46,258
Municipal Court $1,500,961 $530,056 15% $ 79,508
Mayor $139,016 $49,093 15% $ 7,364
Non-Departmental $2,422,432 $855,468 15% $ 128,320
Public Information and Events
Office of Public Information $517,752 $182,841 15% $ 27,426
Special Events $446,699 $157,749 100% $ 157,749
Economic Development
Economic Development $744,553 $262,935 0% $ -
Building and Property Maintenance $1,547,664 $546,548 15% $ 81,982
Planning and Zoning $627,496 $221,597 15% $ 33,239
Human Resources
Human Resources $873,998 $308,647 15% $ 46,297
Occupational Health $449,470 $158,728 15% $ 23,809
Office at Management and Budget
Accounting $501,610 $177,141 15% $ 26,571
Administration $395,318 $139,604 15% $ 20,941
Revenue $834,818 $294,811 15% $ 44,222
Geographic Information Systems $364,256 $128,635 15% $ 19,295
Information Technology $2,329,603 $822,686 15% $ 123,403
Purchasing $415,846 $146,854 15% $ 22,028
Police
Administration $797,670 $281,692 15% $ 42,254
Communications $2,108,849 $744,728 15% $ 111,709
Operations $19,248,470 $6,797,484 0% $ -
Fire
Fire Administration $294,171 $103,885 15% $ 15,583
Fire Prevention $685,535 $242,093 15% $ 36,314
Fire Services $969,371 $342,328 100% $ 342,328
Fire Suppression $11,058,550 $3,905,262 100% $ 3,905,262
Public Works
Administration $1,068,597 $377,369 15% $ 56,605
Building Services $1,465,118 $517,398 50% $ 258,699
Construction Inspection $732,679 $258,741 50% $ 129,371
Engineering $842,953 $297,684 25% $ 74,421
Streets $2,080,342 $734,661 50% $ 367,330
Traffic Engineering $2,567,840 $906,818 50% $ 453,409
Downtown Infrastructure Maintenance $284,707 $100,543 25% $ 25,136
Parks and Recreation
Beautification $1,085,875 $383,470 100% $ 383,470
Community Centers $1,549,936 $547,351 100% $ 547,351
Parks and Recreation Administration $958,564 $338,511 15% $ 50,777
Park Maintenance $1,761,926 $622,214 100% $ 622,214
Rights-of-Way $624,194 $220,430 10% $ 22,043
Tree Maintenance $481,871 $170,170 10% $ 17,017
Falls Park Crew $1,090,172 $384,988 50% $ 192,494
TOTAL EXPENDITURES $68,023,419 $24,022,072 $ 8,610,070
Total Households (2017 Estimate) 29,702 29,702
Incremental Fiscal Costs Per Household $808.77 $289.88
Source: City of Greenville and RKG Associates, Inc., 2018
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Table 7
Calculation of Incremental Commercial Municipal Costs Per $1,000 of Value
Commerical Adjusted
FY 2016-17 Proportional Efficiency Municipal Costs
Expense Category Actual Share @ 65% Factor by Function
Legislative/Administrative
City Attorney $950,483 $614,825 15% $ 92,224
City Clerk $175,071 $113,246 15% $ 16,987
City Coucil $155,732 $100,736 15% $ 15,110
City Manager $873,251 $564,868 15% $ 84,730
Municipal Court $1,500,961 $970,905 15% $ 145,636
Mayor $139,016 $89,923 15% $ 13,488
Non-Departmental $2,422,432 $1,566,964 15% $ 235,045
Public Information and Events
Office of Public Information $517,752 $334,911 15% $ 50,237
Special Events $446,699 $288,950 15% $ 43,342
Economic Development
Economic Development $744,553 $481,618 100% $ 481,618
Building and Property Maintenance $1,547,664 $1,001,116 30% $ 300,335
Planning and Zoning $627,496 $405,899 30% $ 121,770
Human Resources
Human Resources $873,998 $565,351 15% $ 84,803
Occupational Health $449,470 $290,742 15% $ 43,611
Office at Management and Budget
Accounting $501,610 $324,469 15% $ 48,670
Administration $395,318 $255,714 15% $ 38,357
Revenue $834,818 $540,007 15% $ 81,001
Geographic Information Systems $364,256 $235,621 15% $ 35,343
Information Technology $2,329,603 $1,506,917 15% $ 226,038
Purchasing $415,846 $268,992 15% $ 40,349
Police
Administration $797,670 $515,978 15% $ 77,397
Communications $2,108,849 $1,364,121 15% $ 204,618
Operations $19,248,470 $12,450,986 0% $ -
Fire
Fire Administration $294,171 $190,286 15% $ 28,543
Fire Prevention $685,535 $443,442 15% $ 66,516
Fire Services $969,371 $627,043 100% $ 627,043
Fire Suppression $11,058,550 $7,153,288 100% $ 7,153,288
Public Works
Administration $1,068,597 $691,228 15% $ 103,684
Building Services $1,465,118 $947,720 50% $ 473,860
Construction Inspection $732,679 $473,938 50% $ 236,969
Engineering $842,953 $545,269 25% $ 136,317
Streets $2,080,342 $1,345,681 50% $ 672,841
Traffic Engineering $2,567,840 $1,661,022 50% $ 830,511
Downtown Infrastructure Maintenance $284,707 $184,164 25% $ 46,041
Parks and Recreation
Beautification $1,085,875 $702,405 50% $ 351,202
Community Centers $1,549,936 $1,002,585 50% $ 501,293
Parks and Recreation Administration $958,564 $620,053 50% $ 310,026
Park Maintenance $1,761,926 $1,139,712 50% $ 569,856
Rights-of-Way $624,194 $403,764 10% $ 40,376
Tree Maintenance $481,871 $311,701 10% $ 31,170
Falls Park Crew $1,090,172 $705,184 50% $ 352,592
TOTAL EXPENDITURES $68,023,419 $44,001,347 $ 15,012,839
Commercial Real Property Appraised Value (2017) $ 4,256,749,909
Incremental Fiscal Costs Per $1,000 of Commercial Value $3.53
New Commercial Appraised Value (Less Apartments) $ 630,175,000
Estimated Annual Municipal Service Costs $2,222,521
Source: City of Greenville and RKG Associates, Inc., 2018
10 | P a g e
not including police department field operations. Incremental municipal

expenditures associated with commercial land uses are derived based upon a
factor of every $1,000 of assessable value. It is estimated that the incremental
municipal cost of government services per $1,000 of assessable value of
commercial land uses is $3.53 in 2017 dollars, not including police department
field operations. RKG has prepared a separate analysis of police operations. The
results of the analysis indicate that municipal service costs associated with new
residential development equals $522,610, including $192,145 as the residential
share of police operations related to increased service calls (Table 6). The
commercial service costs are much higher, given the disproportionate size of the
commercial development and its share of assessed value. General government
services are projected at $2,222,521 annually, with an additional $351,952 in police
department expenditures (Table 7).
2. Education Services – Typically, the largest single municipal expenditure is the cost
of educating new students. According to the Greenville County School District,
the average cost of educating a student was $8,529 per year in FY 2016-17. This
amount does not include capital outlays ($21.5 million) or reoccurring debt service
costs ($42 million), which account for $96.6 million annually (Table 8). In FY 2016-
17, the total cost education in Greenville County was $623.6 million.
Property taxes on local owner-occupants do not pay for school operations.

Greenville County homeowners do not pay property taxes for school operations
on a primary residence. This is due to a state law called Act 388 passed in 2006.
Property taxes are still assessed for school construction debt service. Home
property tax bills show that the largest amount goes to Greenville County Schools.
However, most of this amount (the amount for school operations) is removed from
the tax bill as a “Tax Credit Savings.” All other taxable property (industrial,
commercial, rental, vehicles and second homes) is taxed for both school operations
and construction debt service.
The ability of school boards to raise local revenue for operations is limited by the
state. School districts cannot assess property taxes on owner-occupied homes for
school operations. The state has set a limit on local property tax millage increases.
The maximum millage increase per year is equal to the sum of that year’s
percentage increase in county population and inflation plus any unused increases
from the prior three years. After raising the property tax millage rate in each of
the previous six years, for the 2017 fiscal year the school board did not increase the
millage rate.2 Because the housing at University Ridge is envisioned as multi-
family apartments, and are considered a commercial enterprise, they will
contribute to the payment of taxes for schools.
2
Facts & Figures on our Public Schools, Public Education Partners, Greenville County, SC, April 2017
11 | P a g e
Table 8
Public Education Expenditures (FY 2016-2017)
Capital Outlays
Efficiency and Debt School Operating
Expense Category FY 2016-17 Adjustment Service Expenditures
Instructional Services $362,047,490 100% $ - $ 362,047,490
Support Services $232,696,321 100% $ - $ 232,696,321
Community Services $1,690,274 100% $ - $ 1,690,274
Intergovernmental $27,185,377 100% $ - $ 27,185,377
Capital Outlay $21,500,059 100% $ 21,509,059 $ -
Debt Service
Principal $33,045,000 100% $ 33,045,000 $ -
Interest & Fiscal Charges $42,049,805 100% $ 42,049,805 $ -
Total - Expenditures $720,214,326 $ 96,603,864 $623,619,462
Number of Pupils 73,116 73,116
[1]Total Cost Per Pupil $9,850 $8,529
Projected Pupils Generated [1] 251
Estimated Annual Public Education Cost $2,139,845
Source: Greenville County Annual Financial Report, FY 2016-17
[1] - RKG Associates estimated based on unit mixed and Enrollment Zone 03 student pop.
[2] - School district calculates average cost per student, not including capital outlays and debt service
Table 9
Sources of Public Education Funding FY 2016-17
Source Funding
Taxes
General Operations $186,105,130
Debt Service $103,498,072
Investment Earnings $1,858,211
Other Local Sources $10,699,611
State Sources $399,653,957
Federal Sources $46,543,055
Total - Funding $748,358,036
Source: Greenville County Annual Financial Report, FY 2016-17
On the revenue side, roughly $289 million in education costs are covered through
local property taxes, which helps pay for school operations and debt service
through the school millage rate (Table 9). Approximately $12.5 million comes
from other local sources and investment income. However, the largest source of
funding comes from the State of South Carolina, which contributes almost $400
million to the cost education and the federal government contributes roughly $46.5
million annually. In real terms, the local cost of educating each student is closer
to $4,132 annually, which means that more than half the cost is paid by state and
federal education aide.
However, using the average annual cost of educating a student of $8,529, RKG
estimated the annual cost of education services based on the estimated number of
student-age children residing at the University Ridge development at buildout.
Based on RKG’s apartment mix assumptions, the average household size is
projected to be smaller on average (1.86 persons per household) than the typical
12 | P a g e
household located within school enrollment zone 03, which is estimated at 2.32
persons in 2017.3 This will naturally result in fewer school-age children on
average. The smaller household size is largely due to the mix of apartments, which
are predominantly (86.5%) 1- and 2-bedroom units. In addition, the monthly rents
are expected to be at the top of the Greenville market and will likely attract fewer
families than other more affordable housing options within the City or County.
Since the household size is expected to be smaller than the average zone 03
household, RKG calculated the number of school-age children per/100
population. In 2017, 16,034 students were enrolled in zone 03 schools; an area with
an estimated population of 135,672. This equates to roughly 11.82 students per
hundred population. If this average is then applied to the estimated population
of University Ridge at buildout (2,123 pop.), it results in roughly 251 school-age
students or .22 students per occupied unit. Based on these estimates, the annual
cost of education services is approximately $2.1 million per year in 2017 dollars
(Table 8).
C. Net Fiscal Impacts
Net fiscal impacts refer to the difference between municipal revenues and expenditures
generated by the proposed University Ridge development. Based on RKG’s assumptions,
it is estimated that annual net fiscal benefits could approach nearly $17.7 million at
buildout. This fiscal benefit will be shared between the City of Greenville, Greenville
County and the Greenville County School District (Table 10).
Approximately 92% of municipal revenues are derived from real, personal property and
motor vehicle taxes. This is driven by the project’s $1 billion appraised value at buildout.
Although the analysis reflects the project at full operating stabilization, it should be noted
that University Ridge development will be constructed over several phases and could take
years to reach buildout and stabilized occupancy. Other revenues from business license
fees, local accommodation and hospitality taxes are estimated at nearly $2 million
annually.
Most of real and personal property taxes accrue to the Greenville County School District,
which generates nearly $12 million annually, followed by the City of Greenville ($7.2
million) and Greenville County at $4.2 million. Due to its location, the City of Greenville
will provide all municipal services to the development. As described previously, the
County School District will provide education services within school enrollment zone 03,
which covers much of the central and urban portion of Greenville County and the City of
Greenville. The annual net fiscal benefit generated by the University Ridge development
is estimated at $17.7 million after covering nearly $5.8 million in municipal service costs.
3 ESRI Business Analyst, 2018.
13 | P a g e
Table 10
Annual Municipal Revenues, Expenditures & Net Fiscal Impacts
Assessed Value Greenville Green Co. City of Real & PP Tax
MUNICIPAL REVENUES Building SF No. Units [1] County School District Greenville Revenues
REAL & PERSONAL PROPERTY TAX REVENUES/(Millage Rates) 0.0669 0.1918 0.0858 0.3445
OFFICE SPACE
Private Office Space 650,000 $ 16,128,716 $ 1,079,011 $ 3,093,488 $ 1,383,844 $ 5,556,343
County Office Space 250,000 $ - $ - $ - $ - $ -

RETAIL SPACE
Retail/Service/Restaurant Space 515,000 $ 14,408,238 $ 963,911 $ 2,763,500 $ 1,236,227 $ 4,963,638
HOTEL
Full-Service Hotel 330,000 300 $ 7,656,997 $ 512,253 $ 1,468,612 $ 656,970 $ 2,637,836
APARTMENTS
Multi-Family Units 1,340,425 1,200 $ 23,046,556 $ 1,541,815 $ 4,420,329 $ 1,977,395 $ 7,939,539
PARKING
Parking Structure (1,000 spaces) 350,000 1,000 $ 1,206,997 $ 80,748 $ 231,502 $ 103,560 $ 415,811
Totals 3,435,425 $ 62,447,504 $ 4,177,738 $ 11,977,431 $ 5,357,996 $ 21,513,165
University Ridge Fiscal and Economic Impact Analysis
OTHER MUNICIPAL REVENUES

Business License Fees (City of Greenville) $ 992,562 $ 992,562
Hospitality Taxes (City of Greenville) $ 596,431 $ 596,431
Accommodation Tax (City of Greenville) $ 382,292 $ 382,292
Total - All Municipal Revenues $ 4,177,738 $ 11,977,431 $ 7,329,280 $ 23,484,450
Greenville Green Co. City of Municipal

MUNICIPAL EXPENDITURES Unit Cost Units County School District Greenville Expenditures
RESIDENTIAL
General Government (Less Police) $ 289.88 1140 $ (330,465) $ (330,465)
Police Expenditures (34.5% of Total Costs) $ 477.28 1140 $ (192,145) $ (192,145)
Education Expenditures Per Pupil $ 8,529.18 251 $ (2,139,845) $ (2,139,845)
COMMERCIAL $ (522,610)
General Government Per/$1,000 New Appr. Val. $ 3.53 $ 630,175 $ (2,222,521) $ (2,222,521)
Police Expenditures (65.4% of Total Costs) $ (351,952) $ (351,952)
Total - Municipal Expenditures $ (2,139,845) $ (3,619,693) $ (5,759,538)
NET ANNUAL FISCAL IMPACTS (Surplus/Gap) $ 4,177,738 $ 9,837,586 $ 3,709,588 $ 17,724,912

Source: RocaPoint, LLC and RKG Associates, Inc., 2018
[1] Includes assessed value related to motor vehicles and other property revenue
14 | P a g e
March 2018
IV. ECONOMIC IMPACT ANALYSIS
The following section details the economic impacts associated with the proposed
University Ridge development. The impacts include both construction as well as
permanent operations at buildout. RKG obtained building construction and real estate
market value estimates provided by RocaPoint to complete this analysis and has not
independently verified this information. All gross annual business sales estimates were
prepared by RKG Associates based on reasonable assumptions about the types of
businesses that would locate at the development. However, they do not represent the
developer’s intentions in terms of future leasing commitments. All monetary values are
expressed in 2017 dollars. The economic impacts were calculated using the IMPLAN V.3
model.
A. IMPLAN V.3 Model
IMPLAN V.3 is a widely-accepted and utilized software model that was first developed
in 1972 in connection with the Rural Development Act of 1972. At the heart of the model
is an input-output dollar flow matrix. For a specified region, the input-output table
accounts for all dollar flows between different sectors of the economy. Using this
information, IMPLAN models the way a dollar injected into one sector is spent and re-
spent in other sectors of the economy, generating waves of economic activity, or so-called
“economic multiplier” effects. The model uses national industry data and county-level
economic data to generate a series of multipliers, which in turn estimate the total economic
implications of economic activity. At the heart of the model is a national input-output
dollar flow table called the Social Accounting Matrix (SAM). Unlike other static input-
output models, which just measure the purchasing relationships between industry and
household sectors, SAM also measures the economic relationships between government,
industry, and household sectors, allowing IMPLAN to model transfer payments such as
unemployment insurance to estimate the economic impacts. For this analysis, RKG
Associates obtained the IMPLAN model data for the Greenville County, South Carolina
economy for the most current data year of 2017.
B. Economic Multipliers and Levels of Impact
IMPLAN combines this data to generate a series of type-SAM multipliers for the local
economy. The multiplier measures the amount of total economic activity that results from
an industry (or household) spending an additional dollar in the local economy. Based on
these multipliers, IMPLAN generates a series of tables to show the economic event’s
direct, indirect, and induced impacts to gross receipts, or output, within each of the
model’s 500 industries.
These outputs are described below:
• Direct Impacts - Direct impacts refer to the dollar value of economic activity
available to circulate through the economy. In the case of the University Ridge
analysis, the direct impacts are equal to the estimated construction costs and
15 | P a g e
annual gross sales of businesses operating at the development in the future. It

should be noted that the model measures impact captured within Greenville
County and not those that are captured in the rest of South Carolina or the nation.
Undoubtedly, some economic impacts are captured by nearby communities or by
other states due to industry purchasing relationships that extend beyond
Greenville County. Given that fact, most of economic impacts will be realized in
the County and more specifically in the City of Greenville.
• Indirect Impacts - The indirect impacts refer to the “inter-industry impacts of the
input-output analysis.” In the University Ridge example, indirect impacts result
from spending by employees working at businesses located in the development
such as office tenants, retail stores, restaurants, etc., as well as business spending
on goods and services to retail establishments, restaurants, personal service
providers, and other firms. These businesses then use the payments they receive
to buy equipment and supplies, rent space, pay their employees, etc. These
expenditures have an impact on the economy.
• Induced Impacts - The induced impacts refer to the impacts of household

spending by the employees generated by the direct and indirect impacts. In other
words, induced impacts result from the household spending of employees of
business establishments that the new employees patronize (direct) and their
suppliers (indirect). The model excludes payments to federal and state taxes and
savings based on the geography’s average local tax and savings rates. Thus, only
the disposable incomes from local workers are included in the model.
C. Construction Activities
Construction-related economic impacts are driven by projected annual construction

spending (both hard & soft costs) on a variety of different buildings. Typically, once
construction is completed much of the economic impacts will end. As such, employment,
wages and output will ebb and flow depending on the amount spent in any given year.
As stated previously, this analysis assumes a one-time construction period for the entire
development. In reality, these impacts would be spread out over several years.
Table 11 breaks out the total construction cost associated with the University Ridge
development, which include building construction of 3.4 million SF of building space,
demolition of existing structures and site preparation costs to install underground
infrastructure and construct a new street network on the site. The total cost of
construction estimated by RocaPoint, LLC is $721.3 million. The largest share of
construction spending ($446.7 million/61.9%) is associated with 1.7 million SF of
commercial space, which includes retail, office and other uses.
16 | P a g e
Table 11
Building Development Program
University Ridge Redevelopment
(Expressed in 2017 Dollars)
Avg. Unit Construction Construction Construction
Building Type Units Bldg. SF Size/GSF Value (CV) Value/Unit Value/SF
Building Construction [1]
Multi-Family Residential 1,200 1,340,425 1,117 $ 221,170,125 $ 184,308 $ 165.00
Retail/Services/Entertainment 41 440,000 10,732 $ 117,990,000 $ 2,877,805 $ 262.20
Restaurants 20 75,000 3,750 $ 19,665,000 $ 983,250 $ 262.20
Private Office Space 82 650,000 7,973 $ 163,150,000 $ 2,001,256 $ 251.00
County Office Space 1 250,000 250,000 $ 65,000,000 $ 65,000,000 $ 260.00
Hotel 300 330,000 715 $ 80,850,000 $ 269,500 $ 245.00
Parking Garage 1,000 350,000 350 $ 15,000,000 $ 15,000 $ 42.86
Subtotal -Building Construction 3,435,425 $ 682,825,125
Site Development Costs [1]
Building Demolition 447,740 $ 3,134,180 $ 7.00
Infrastructure $ 35,381,615
Subtotal - Site Development $ 38,515,795
Grand Total - All Building & Site $ 721,340,920
Notes: [1] - includes both hard & soft costs
Construction Cost Summary by Type

Construction Type Estimated Cost % of Total
Multi-Family Construction $ 221,170,125 30.7%
Commercial Building Construction (Office/Retail, etc.) $ 446,655,000 61.9%
Construction of New Highways & Streets $ 35,381,615 4.9%
Constructoin of Nonresidential Structures $ 15,000,000 2.1%
Buidling Demolition $ 3,134,180 0.4%
Total - All Construction $ 721,340,920 100.0%
Source: RocaPoint LLC, 2018
1. Construction Impacts – Table 12 shows the output of the IMPLAN model in four
categories of impacts: (1) Employment, (2) Labor Income, (3) Value Added and (4)
Output.
• Employment - Using the estimated annual value of construction (both hard

and soft costs) to drive the IMPLAN model simulation, RKG Associates
assumed an industry change (construction spending) in a number of different
construction types to cover all building types anticipated for this project.
Approximately $721.3 million in construction spending results in the creation
of 4,789 direct jobs and over 1,900 indirect and induced jobs. In total, RKG
estimates that 7,713 construction jobs will be created to develop University
Ridge over the period of construction (Table 12).
• Labor Income – Labor income includes all forms of employment income,

including employee compensation (wages and benefits) and proprietor
income. The direct labor income resulting from the construction is projected
at $285.7 million (in 2017 dollars). For all jobs created from these activities
(direct, indirect and induced), total labor income is projected at $417.5 million.
17 | P a g e
While labor income Table 12

includes more than just University Ridge Development
worker compensation, Construction Impacts
the average income per Total Economic Impacts (in 2017 Dollars)
direct job equates to Impact Type 2017 Dollars
nearly $60,000 per year.
Employment
Direct Effect 4,789
• Value Added - The Indirect Effect 1,071
difference between an Induced Effect 1,853
industry’s or an Total Effect 7,713
establishment’s total Labor Income
output and the cost of its Direct Effect $285,672,870
intermediate inputs is Indirect Effect $55,126,331
called value added. It Induced Effect $76,739,270
equals gross output (sales Total Effect $417,538,471
or receipts and other Value Added
operating income, plus Direct Effect $426,084,943
inventory change) minus Indirect Effect $88,191,972
intermediate inputs Induced Effect $140,116,946
(consumption of goods
Total Effect $654,393,860
and services purchased
Output
from other industries or
Direct Effect $741,483,291
imported). Value added
Indirect Effect $150,811,042
consists of compensation
of employees, taxes on
Induced Effect $236,276,477
production and imports Total Effect $1,128,570,810

less subsidies. Source: RKG Associates, Inc. and IMPLAN V.3.1, 2018
For the University Ridge project, the value added for construction activities is
projected at roughly $654.4 million, with $426.1 million in direct value added.
• Output - Output represents the value of industry production. In IMPLAN these

are annual production estimates for the year of the data set and are in producer
prices. For manufacturers this would equate to sales plus or minus a change in
inventory. For service sectors production equals sales and for retail and
wholesale trade, output equals gross margin and not gross sales. The total
economic output associated with this project would total $1.13 billion, with
$741.5 in direct output.
18 | P a g e
2. Permanent Operational Table 13

Impacts – Table 13 University Ridge Operational Economic Impacts
shows the gross annual Grass Annual Business Sales by Type
business sales by Annual Sales
business type. After Leasing Revenues (in 2017 dollars)
construction is
Multi-Family Residential $ 22,435,212
completed, building
Retail/Services/Entertainment $ 6,956,341
space will be leased to
Restaurants $ 1,391,250
new or relocating
Private Office Space $ 14,139,506
businesses and the
economic output they
County Office Space $ -
create through their Hotel $ -
gross sales are captured Parking Garage $ -
in these impacts. Total - Leasing Revenue $ 44,922,309
To drive the IMPLAN Annual Business Revenues Total

Model for permanent Multi-Family Residential $ -
operational impacts, Retail/Services/Entertainment
RKG projected gross General Retail $ 83,125,000
annuals sales for future Personal Services $ 21,375,000
businesses locating at Fitness Center $ 5,000,000
University Ridge. Gross Movie Theater $ 4,507,784
annual sales for each Restaurants
business type was Full-Service $ 7,425,000
estimated based on the Limited Service $ 17,587,500
type of business and Private Office Space
amount of occupied Professional Services $ 230,599,688
building square feet. Small Businesses $ 122,887,953
County Office Space $ -
The gross annual sales
Hotel $ 18,712,280
were broken out into
Parking Garage $ 4,330,800
two categories; leasing
Total - All Employment Sectors $ 515,551,005
revenues and annual
Total - Leasing & Operating $ 560,473,314
business revenues.
Leasing revenues relate
to the real estate leasing and property management-related activities associated
with occupying roughly 3 million SF of commercial and residential space. Annual
business revenues equate to the gross sales for such things as retail goods,
restaurant sales, consulting sale and are variety of other business activities.
• Employment – Total permanent employment associated with over $560

million in annual gross sales generates roughly 8,600 new jobs in the Greenville
economy. Unlike construction jobs, which are typically temporary, the
employment related to permanent operations are related to the ongoing
19 | P a g e
success of the businesses at Table 14

University Ridge. Direct University Ridge Development
employment impacts equal Total Operating Impacts at Stabilization
5,481 jobs (Table 14). Cumulative Economic Impacts (in 2017 Dollars)
Impact Type 2017 Values
• Labor Income – Employment
Approximately $405.4 Direct Effect 5,481
million in labor income is Indirect Effect 1,316
generated by the Induced Effect 1,803
employment levels Total Effect 8,599
reported above, equating to Labor Income
labor income of Direct Effect $267,745,161
$48,849/year for direct Indirect Effect $63,075,219
labor and $47,149 for all Induced Effect $74,614,981
jobs. Total Effect $405,435,361
Value Added
• Value Added – Total value Direct Effect $348,315,933
added equates to over Indirect Effect $100,888,520
$585.5 million at buildout $136,253,181
Induced Effect
and stabilized occupancy.
Output
• Output – Total economic
Direct Effect $539,064,825
output for the University
Indirect Effect $167,737,484
Ridge development is
Induced Effect $229,740,999
estimated at $936.5 million
at buildout
Source: RKG Associates, Inc. and IMPLAN V.3.1, 2018
The proposed development is
Share of Economic Output by Business Category
comprised of six different
Business Category Economic Output
business components that
Office Development 75.1%
contribute to the overall
Retail Development 10.0%
economic impact. The single
Real Estate Leasing 7.0%
largest by far is the office Restaurant Development 4.1%
component, which accounts Hotel Development 3.0%
for roughly 75% of the total Parking Garage 0.9%
economic output of the project. Total 100.0%
Retail is second at 10%.
20 | P a g e
XIII. Will Serve Letters
May 2019
Engineering Division
December 3, 2018
Joe Bryant
508 Rhett St., Suite 101
Greenville, SC 29601
Re: County Square Redevelopment

Tax Map No. 0069000300300, 0069000300301, 0069000300303
Average Daily Flow of 592,750 GPD
City of Greenville, South Carolina
Dear Mr. Bryant:
This letter shall serve as notification that the City of Greenville has sufficient capacity to accept
this wastewater into the City wastewater utility system. Acceptance of this flow is contingent
upon acceptance of waste for treatment by Renewable Water Resources (ReWa), issuance of
Permits to Construct and Operate the wastewater system by the South Carolina Department of
Health and Environmental Control (SCDHEC), and adequate completion of a mandatory one-
year warranty period.
Once the above conditions have been met, the wastewater system will be accepted for
ownership by the City of Greenville and will become part of the City's wastewater system for
operations and maintenance.
This flow availability letter shall be valid until December 3, 2019. Please contact me if you have
any questions.
Sincerely,
Lucas Bryson, P.E.

Wastewater Engineering Supervisor
c: Nina Hallissy, PE , ReWa
City of Greenville │ P.O. Box 2207 │ Greenville, SC 29602 │ www.greenvillesc.gov

County Square
Legend
Active Sewer Manholes

Connection Point Other/Unknown
City of Greenville
Private
Abandoned / Decommissioned Sewer

Manholes
Abandoned
Decommissioned
Active Sewer Gravity Mains

City of Greenville - Surveyed
City of Greenville, Not Surveyed
Private - Surveyed
Private - Not Surveyed
Unknown - Surveyed
Unknown - Not Surveyed
Abandoned / Decommissioned Sewer Gravity

Mains
Abandoned
Decommissioned
Known Sewer Easements

Gantt Sewer Manholes
Gantt Sewer Gravity Mains
Metro Sewer Manholes
Metro Sewer Gravity Mains
Metro Sewer Force Mains
Parker Sewer Manholes
Parker Sewer Gravity Mains
ReWa Sewer Manholes
ReWa Sewer Gravity Mains
ReWa Sewer Force Mains
Wade Hampton Sewer Manholes
Wade Hampton Sewer Gravity Mains
Parcels with Ownership
City of Greenville Limits
200 0 100 200Feet This map is user generated from the City of Greenville's MapIT 2.0 intranet mapping site and is for Notes
general reference only. Data layers that appear on this map may or may not be accurate, current, or 1: 1,200
otherwise reliable and should be appropriately used with caution. Contact the GIS Division for all This map was automatically generated using Geocortex Essentials.
NAD_1983_HARN_StatePlane_South_Carolina_FIPS_3900_Feet_Intl
© City of Greenville, SC Date Created: 12/3/2018 questions pertaining to the MapIT 2.0 program and data.
March, 18 2019
Haley Jamison
Re:
To Whom It May Concern:
In response to your request, natural gas is or can be made available to the above mentioned
property in Greenville, South Carolina. Please have business owner contact me with specific
natural gas needs (total connected BTU/CFH of natural gas equipment) to determine if any
costs are applicable.
If I can be of further assistance to you, please do not hesitate to contact me. I may be
reached at (864) 286-7900.
Thank You
PIEDMONT NATURAL GAS
Jay Lester
Commercial Sales
Greenville, South Carolina
(864) 286-7900
Email: jay.lester@duke-energy.com
x PME2019-025
x x
x x
5/16/19
County Square
Legend
Active Sewer Manholes

Connection Point Other/Unknown
City of Greenville
Private
Abandoned / Decommissioned Sewer

Manholes
Abandoned
Decommissioned
Active Sewer Gravity Mains

City of Greenville - Surveyed
City of Greenville, Not Surveyed
Private - Surveyed
Private - Not Surveyed
Unknown - Surveyed
Unknown - Not Surveyed
Abandoned / Decommissioned Sewer Gravity

Mains
Abandoned
Decommissioned
Known Sewer Easements

Gantt Sewer Manholes
Gantt Sewer Gravity Mains
Metro Sewer Manholes
Metro Sewer Gravity Mains
Metro Sewer Force Mains
Parker Sewer Manholes
Parker Sewer Gravity Mains
ReWa Sewer Manholes
ReWa Sewer Gravity Mains
ReWa Sewer Force Mains
Wade Hampton Sewer Manholes
Wade Hampton Sewer Gravity Mains
Parcels with Ownership
City of Greenville Limits
200 0 100 200Feet This map is user generated from the City of Greenville's MapIT 2.0 intranet mapping site and is for Notes
general reference only. Data layers that appear on this map may or may not be accurate, current, or 1: 1,200
otherwise reliable and should be appropriately used with caution. Contact the GIS Division for all This map was automatically generated using Geocortex Essentials.
NAD_1983_HARN_StatePlane_South_Carolina_FIPS_3900_Feet_Intl
© City of Greenville, SC Date Created: 12/3/2018 questions pertaining to the MapIT 2.0 program and data.
Engineering Division
December 3, 2018
Joe Bryant
508 Rhett St., Suite 101
Greenville, SC 29601
Re: County Square Redevelopment

Tax Map No. 0069000300300, 0069000300301, 0069000300303
Average Daily Flow of 592,750 GPD
City of Greenville, South Carolina
Dear Mr. Bryant:
This letter shall serve as notification that the City of Greenville has sufficient capacity to accept
this wastewater into the City wastewater utility system. Acceptance of this flow is contingent
upon acceptance of waste for treatment by Renewable Water Resources (ReWa), issuance of
Permits to Construct and Operate the wastewater system by the South Carolina Department of
Health and Environmental Control (SCDHEC), and adequate completion of a mandatory one-
year warranty period.
Once the above conditions have been met, the wastewater system will be accepted for
ownership by the City of Greenville and will become part of the City's wastewater system for
operations and maintenance.
This flow availability letter shall be valid until December 3, 2019. Please contact me if you have
any questions.
Sincerely,
Lucas Bryson, P.E.

Wastewater Engineering Supervisor
c: Nina Hallissy, PE , ReWa
City of Greenville │ P.O. Box 2207 │ Greenville, SC 29602 │ www.greenvillesc.gov

Nina Hallissy
From: Joe Bryant <JBryant@SeamonWhiteside.com>

Sent: Monday, December 3, 2018 2:41 PM
To: 'Lucas T. Bryson'; Nina Hallissy
Cc: Durvin Hill
Subject: RE: County Square Redevelopment
Nina, I had told Lucas but right now we are unsure about restaurants and locations as well as other amenities like pools
but we need to make sure capacity. We will work through the grease traps and such as we phase. Thanks!

Joe Bryant, PE, LEED® AP

Managing Principal
(864) 298-0534 x 513
(864) 423-9483 cell
JBryant@SeamonWhiteside.com
www.seamonwhiteside.com

From: Lucas T. Bryson <lbryson@greenvillesc.gov>
Sent: Monday, December 3, 2018 1:28 PM
To: Joe Bryant <JBryant@SeamonWhiteside.com>; Nina Hallissy <ninah@re‐wa.org>
Cc: Durvin Hill <dhill@greenvillesc.gov>

Joe,

I attached the signed PME and O&M letter. Let me know if you have any questions.

Thank you,

Lucas T. Bryson, P.E.

Wastewater Engineering Supervisor | Environmental Engineering
lbryson@greenvillesc.gov | www.greenvillesc.gov
Phone: 864-467-8892

From: Joe Bryant <JBryant@SeamonWhiteside.com>
Sent: Monday, December 3, 2018 8:29 AM
To: Lucas T. Bryson <lbryson@greenvillesc.gov>; Durvin Hill <dhill@greenvillesc.gov>
1
Nina Hallissy
From: Jason Gillespie

Sent: Thursday, April 11, 2019 4:57 PM
To: David Rankin; Nina Hallissy; Joe Thompson
Subject: FW: MR Model - Long Branch scenario summary
Attachments: Long Branch Capacity Spreadsheet.pdf; 2035_Profiles.pdf
Follow Up Flag: Follow up

Flag Status: Flagged
See attached documents and info below. Hazen / Carper will be doing a TM but this is a summary of what has been
done to date.

From: Lauren Carper [mailto:lauren@carpercivilconsulting.com]
Sent: Thursday, April 11, 2019 2:43 PM
To: Jason Gillespie <jasong@re‐wa.org>; Martin, Emma <emartin@hazenandsawyer.com>
Subject: MR Model ‐ Long Branch scenario summary

Jason/Emma,

The following is a summary of the Long Branch evaluation and additional results from our conference call on Friday April
5.

Model updates:
1. Using the W&S model as the base, we added the improvements from Black & Veatch’s Unity Park Trunk Sewer
plans dated February 2019.
2. The Long Branch section (from manhole 400C‐805 to the Unity Park connections) was modeled with existing
pipe sizes. The Weston & Sampson CIP improvements to those sections were removed from the model, but
they are in the model from the Shelton Road connection to the Unity Park improvements.
3. The Node Inputs from 2015 were compared to the new flows from Jason (2/28/19 email) as well as the
Proposed Developments layer in GIS. Model flows for the 2035 Babbitt Scenario were updated accordingly. This
resulted in a flow increase during the 2035 Babbitt scenario of 427,344 gpd (Long Branch only).
4. County Square flows added to manhole 400C‐194. 2035 ADF = 592,750 gpd. 2035 Peak (Babbitt) = 1,683,410
gpd.
5. NGU flow of 0.35 mgd added to Shelton Rd pump station for 2035 scenarios.
6. Marietta WRRF flows from B&C report added to 400C‐769B.
7. Added 250,000 “redevelopment flow” to manhole 400C‐81B
8. Adjusted weir height at tunnel diversion structure per final tunnel plans from B&V
9. Model update does not include wet weather flows.

Model results:
See attached table for available capacity within the Long Branch segments. The area of improvements shows available
capacity at both river crossings (400C‐232‐231 and 400C‐80C‐80B). I have also attached the profiles of the improved
segments, and the profiles of the model from the Shelton Rd pump station connection to the Cleveland Park area.

Summary of County Square development (flows are MGD, and the tunnel is carrying a peak of 4.6 MGD during the
Babbitt scenario, 0 during ADF):
Pipe
Capacity 2035 ADF peak flow 2035 Babbitt peak flow
1
pre post pre post
400C‐194‐193 32.558 11.503 12.139 28.294 29.958

Only issue outstanding are the inverts at the upstream Unity Park connection. The model has a reverse slope between
400C‐119A and 400C‐366, which is affecting the balance of flow in the downstream parallel pipes (see profile MH 400C‐
374X to 400C‐112A on page 6 compared to the relief sewer below it).

I hope this helps. Please let me know if you have any questions or need additional clarification.

Thank you,
Lauren

Lauren Carper, PE
Carper Civil Consulting, LLC
2547 Josiah St
Charleston, SC 29492
843-566-2317

2
March 14, 2019
County of Greenville
301 University Ridge Suite 200
Greenville SC 29601
RE: County Square Redevelopment
Dear Haley Jameson,
Your new mixed use development, located at University Ridge Greenville, SC 29601
0069000300300, 0069000300303, 0069000300301, 0091010200100, 0091010100100,
0091010700100 and 0091010700200 is in Charter Spectrum’s footprint for video, internet and
voice services. Absent of any unforeseeable adverse circumstances or conditions including any
force majeure events outside of Charter’s control, and upon completion of a mutually agreed
upon Service Agreement, Charter Communications will be able to extend its plant to provide
service to your project.
We will need to work with your representatives on an Access Agreement, for your project. We
will need this Agreement executed prior to Charter beginning our construction phase for the
project.
Not a Binding Obligation. THIS LETTER OF INTENT DOES NOT CONSTITUTE OR

CREATE, AND SHALL NOT BE DEEMED TO CONSTITUTE OR CREATE, ANY LEGALLY
BINDING OR ENFORCEABLE OBLIGATION ON THE PART OF EITHER PARTY TO THIS
LETTER OF INTENT. NO SUCH OBLIGATION SHALL BE CREATED, EXCEPT BY THE
EXECUTION AND DELIVERY OF THE ACCESS AGREEMENT CONTAINING SUCH
TERMS AND CONDITIONS OF THE PROPOSED TRANSACTIONS AS SHALL BE
AGREED UPON BY THE PARTIES, AND THEN ONLY IN ACCORDANCE WITH THE
TERMS AND CONDITIONS OF SUCH ACCESS AGREEMENT.
Feel free to contact me if you have any questions.
Sincerely,
Sharon Collins
Sharon Collins | Sr. Account Executive, Spectrum Community Solutions | 864.887-7231
1511 S. Batesville Rd. | Greer, SC 29650 | www.charter.com/mdu
UNIVERSITY RIDGE
TRAFFIC IMPACT STUDY
Prepared for
GTRP Greenville, LLC
Prepared by
May 2, 2019
ii
Table of Contents
Subject Page
Signature Page................................................................................................................................................................ i
Table of Contents ........................................................................................................................................................... ii
List of Figures ................................................................................................................................................................ iii
List of Appendices ......................................................................................................................................................... iii
List of Tables ................................................................................................................................................................. iv
Executive Summary .......................................................................................................................................................1
Introduction.....................................................................................................................................................................4
Purpose of Study ............................................................................................................................................................4
Existing Conditions .........................................................................................................................................................5
2026 No Build Traffic ......................................................................................................................................................8
Proposed Site .................................................................................................................................................................8
2026 Build Traffic .........................................................................................................................................................15
Need for Turn Lanes ....................................................................................................................................................15
Traffic Operations .........................................................................................................................................................23
Turn Lane Storage .......................................................................................................................................................44
Mitigation Measures where Lane Additions are Impractical .........................................................................................46
Conclusions and Recommendations ............................................................................................................................46
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University Ridge Traffic Impact Study May 2, 2019
iii
List of Figures
Figure Page
Figure 1 – 2018 Existing Morning Peak Hour Traffic Volumes .......................................................................................................... 6
Figure 2 – 2018 Existing Afternoon Peak Hour Traffic Volumes ....................................................................................................... 7
Figure 3 – 2026 No Build Morning Peak Hour Traffic Volumes ......................................................................................................... 9
Figure 4 – 2026 No Build Afternoon Peak Hour Traffic Volumes .................................................................................................... 10
Figure 5 – 2026 Reassigned No Build Morning Peak Hour Traffic Volumes and Adjustment for Internal ....................................... 13
Figure 6 – 2026 Reassigned No Build Afternoon Peak Hour Traffic Volumes and Adjustment for Internal .................................... 14
Figure 7 – Primary External Morning Peak Hour New Site Trips .................................................................................................... 16
Figure 8 – Primary External Afternoon Peak Hour New Site Trips .................................................................................................. 17
Figure 9 – Pass by External Afternoon Peak Hour New Site Trips ................................................................................................. 18
Figure 10 – 2026 Build Morning Peak Hour Traffic Volumes .......................................................................................................... 19
Figure 11 – 2026 Build Afternoon Peak Hour Traffic Volumes ........................................................................................................ 20
Figure 12 – 2026 Build Morning Peak Hour Traffic Volumes Reassigned for Mitigation ................................................................. 21
Figure 13 – 2026 Build Afternoon Peak Hour Traffic Volumes Reassigned for Mitigation .............................................................. 22
List of Appendices
Subject Appendix
Master Plan and Site Location Aerial ............................................................................................................................................... A
Existing Traffic Counts ...................................................................................................................................................................... B
Internal Trips Worksheet .................................................................................................................................................................. C
Capacity Analysis and Queue Report Printouts ............................................................................................................................... D
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iv
List of Tables
Table Page
Table 1 – Historical SCDOT Traffic Counts ....................................................................................................................................... 8
Table 2 – New External Trip Generation ......................................................................................................................................... 12
Table 3 – Intersection Level of Service Criteria ............................................................................................................................... 23
Table 4 – Capacity Analyses Results – Signalized Intersection – Existing Geometry

Main Street/River Street/Augusta Street ......................................................................................................................... 24
Table 5 – Capacity Analyses Results – Unsignalized Intersection – Existing Geometry

Augusta Street/University Street/Driveway ...................................................................................................................... 25
Table 6 – Capacity Analyses Results – Signalized and Unsignalized Intersection – Existing Geometry
Augusta Street/Field Street ............................................................................................................................................. 26
Table 7 – Capacity Analyses Results – Unsignalized and Signalized Intersection – Existing Geometry
Augusta Street/Bradshaw Street ..................................................................................................................................... 27

Augusta Street/Vardry Street ........................................................................................................................................... 28
Table 9 – Capacity Analyses Results – Unsignalized Intersection

Augusta Street/Harris Street ............................................................................................................................................ 29

Augusta Street/Claussen Avenue .................................................................................................................................. 30

Augusta Street/Thruston Avenue/Driveway ................................................................................................................... 31
Table 12 – Capacity Analyses Results – Signalized Intersection -Existing Geometry

Augusta Street/Dunbar Street ....................................................................................................................................... 32

Augusta Street/Haynie Street/Augusta Walk Way ......................................................................................................... 33

Church Street/Mills Avenue/Augusta Street .................................................................................................................. 34

Church Street/Haynie Street/Pearl Avenue ................................................................................................................... 35
Table 16 – Capacity Analyses Results – Signalized Intersection

Church Street/University Ridge ..................................................................................................................................... 36

University Ridge/Cleveland Street ................................................................................................................................. 37
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v

Church Street/Washington Street .................................................................................................................................. 38

Church Street/East North Street .................................................................................................................................... 39

Church Street/Beattie Place .......................................................................................................................................... 40
Table 21 – Capacity Analyses Results – Unsignalized Intersection

Haynie Street/Howe Street ............................................................................................................................................ 41
Table 22 – Capacity Analyses Results – Unsignalized Intersection – 2026 Build Volumes

Haynie Street/Realigned Howe Street – Mitigation 2 .................................................................................................... 41

Church Street/County Garage ....................................................................................................................................... 42

University Ridge/Claussen Avenue/County Garage (Internal Intersection) ................................................................... 43
Table 25 – Queue and Storage Lengths in Feet ............................................................................................................................. 45
__________________________________________________________________________________________
UNIVERSITY RIDGE TRAFFIC IMPACT STUDY
May 2, 2019
Executive Summary
University Ridge is a mixed-use development located between Church Street and Howe Street in downtown
Greenville as shown in the master plan and site location aerial in Appendix A. There have been several iterations
of the master plan, and there may be more. The site trips and analyses in this report are based on the January
2019 plan. The plan shown in Appendix A is the February 2019 plan. While the general layout of the plan
remains consistent, as shown below, there have been minor changes between the plans. However, it would not
be productive to revise all site trips and analyses for these small changes. The uses planned on the site are:
- County office - 250,000 square feet – same in January and February master plans
- Other office – 1,000,000 square feet – same in January and February master plans
- Hotel – 350 rooms – changed to 150 rooms with 120 loft offices
- Residential – 1500 units – generally five to eight stories – same in January and February plans
- Retail – 296,000 square feet – changed to 300,000 square feet in February plan
This study is based on the County office occupied by 2020 with full build out expected in another five years –
2025. These dates may also change slightly as the project proceeds. The findings of this study are:
- These intersections currently operate acceptably and can continue to do so with 2026 no build
volumes, but the LOS goes to E of F with the addition of new site trips. The recommended
mitigation for each intersection is identified:
• Augusta Street/River Street/Main Street – With the addition of new site trips, the
intersection will go to LOS E/F. With a change from pretimed to actuated operation
(with ped recall so that all peds are served every cycle) as mitigation, the
intersection can operate acceptably with 2026 build volumes.
• Church Street/Haynie Street/Pearl Avenue - With existing signal operations, the
northbound left will operate with high delay. This operation indicates a left turn phase will
be needed. As mitigation, that phase was added, the cycle length matched to the
cycle length at University Ridge, and the intersection was modelled as coordinated.
In addition, to give more capacity for eastbound to northbound lefts out of the site,
dual lefts were tried as mitigation for University Ridge/Church. The intersection will
still operate acceptably overall with this mitigation and 2026 build volumes. New required
storage is 200-250 feet for the eastbound dual left and an increase from 150 to 250 feet for
the northbound left.
• Haynie Street/Howe Street – With the addition of new site trips, the side street will go to F
with delay beyond what would be considered acceptable. As Mitigation 1, addition of a
southbound left turn lane (550 feet) and westbound right turn lane (100 feet)
(frontages are currently vacant) were considered, but the delay for the southbound left will
still be high. Given the shift in primary movements at this intersection, realignment
with Haynie/Howe as the through movement (westbound left turn lane of 100 feet at
Haynie) was considered as Mitigation 2. This realignment shifts the higher traffic
volumes away from the existing single-family homes to the west but requires more right of
way. Operation of the intersection includes only one LOS E, and that delay is close to LOS
D.
__________________________________________________________________________________________
2
- With the addition of new site trips, these intersections will continue to operate acceptably overall or
with reasonable delay for a side street at an unsignalized intersection during a peak hour:
• Augusta Street/University Street/Driveway – The westbound left/though already operates
at LOS E but goes to E with build volumes. Making the westbound movement right out
only will eliminate LOS F at this intersection.
• Augusta Street/Field Street - To address delay at Bradshaw, Mitigation 1 considered
moving the signal at Field to Bradshaw. The Field intersection can operate acceptably
without a signal. Mitigation 2 considered a Howe Street extension to intersect
Augusta at Field. The new four-way intersection could operate acceptably as a four-way
intersection with build volumes. If the extension is pursued the required new storage is
250 feet for the westbound right and 200 feet for the southbound left.
• Augusta Street/Bradshaw Street - Although the 2026 build delay is reasonable for a side
street at an unsignalized intersection during a peak hour, two mitigations were considered.
First, moving the signal at Field to Bradshaw was considered as Mitigation 1. The
intersection can operate acceptably as a signalized intersection with 2026 build volumes.
An extension of Howe Street to make Haynie/Howe the through movement was
considered as Mitigation 2. The new four-leg intersection at Field can operate
acceptably with build volumes.
• Augusta Street/Vardry Street - In order to accommodate the signalization of Bradshaw
in Mitigation 1, the overall LOS will go to D in the morning, but the increase in overall
delay will only be one second per vehicle.
• Augusta Street/Harris Street - Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour with 2026 build volumes, a right turn lane of
150 feet on Harris was considered as Mitigation 1 because the corner parcel is
underutilized. Provision of that right turn lane will eliminate LOS E at the intersection with
2026 build volumes.
• Augusta Street/Claussen Avenue - Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, mitigation of signalization was
considered. The intersection can operate acceptably overall under signal control with
2026 build volumes.
• Augusta Street/Dunbar Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is
signalized (Mitigation 1), Synchro indicates that delay at Dunbar will change to LOS D in
the morning.
• Augusta Street/Haynie Street/Augusta Walk Way – No mitigation recommended.
• University Ridge/Cleveland Street – No mitigation recommended.
• Church Street/Washington Street – This intersection will go from LOS C to D in the
afternoon with 2026 build volumes. Because the intersection can operate at LOS D overall
with 2026 build volumes, no mitigation is recommended at this intersection.
- Augusta Street/Thruston Avenue/Driveway - With the addition of site traffic both side streets will
operate at LOS F in the afternoon, and the delay for westbound will be higher than could be
considered reasonable. As discussed previously, Mitigation 1 includes signalization of
Claussen. The left turn site trips originally assigned to Thruston were moved to Claussen.
With that change, operation is closer to that with no build volumes.
__________________________________________________________________________________________
3
- Church Street/Mills Avenue/Augusta Street - This intersection currently operates at LOS D overall,
and with 2026 no build volumes, the overall LOS will be E. With the addition of new site trips, the
overall LOS will go to F. Running this intersection coordinated with Pearl/Haynie and with a
longer cycle length was considered as Mitigation 1. That operation will provide a LOS
equivalent to no build in the afternoon. There will still be a difference in the morning between the
LOS E with no build and LOS F with build, but the delay will be less with mitigation than with
existing operations.
- Church Street/University Ridge - The mitigation considered for this intersection is to add more
capacity for the eastbound to northbound left at Haynie/Church. This intersection can operate
at the no build LOS with that mitigation. New required storage is 300 feet for eastbound right and
300-350 feet each for the two eastbound lefts.
- Church Street/East North Street - Because the southbound lefts are low, mitigation of
prohibiting that left was considered as Mitigation 1. That change will reduce delay but will not
change the LOS. The left turn prohibition does allow a helpful change at Beattie. The left turn
prohibition should be adopted as a last resort because it will affect access to one or two properties
that face East North between Manly and Williams.
- Church Street/Beattie Place - With Mitigation 1 at East North, the northbound left on Church at
Beattie can be converted to a dual left. The intersection can operate at LOS D overall during
both peak hours with northbound dual lefts and 2026 build volumes.
- Church Street/County Garage - This intersection can operate acceptably as right in/right out with
2026 build volumes.
- Internal Intersection - This intersection will be located about 650 feet from Church. These lanes are
recommended:
• Eastbound – left/through/right
• Westbound – left (150-200 feet), through, right (200 feet)
• Northbound – left/through, right (250 feet)
• Southbound – dual lefts (full block storage), through/right
With a signal and a single left out of the garage, the westbound queue on University Ridge is
estimated to be 556 which is most of the distance between this intersection and Church. With dual
lefts out of the garage, the westbound through queue is estimated to be 453 feet. Therefore, the
dual lefts out of the garage should be provided.
• Mitigation Measures Where Lane Additions are Impractical - At several intersections in the study
area, mitigation is required, but lane additions are impractical. In those cases, the only mitigation
which is reasonable is mitigation reduces external trips during peak hours produced by the
University Ridge development. The reason the potential for reducing site trips is a reasonable
mitigation tool is that the site is currently held by one owner and sales agreements can incorporate
external trip reduction. In addition, the County will still be a primary employer and can adopt
measures to reduce external trips. Measures that reduce external trips should be employed such
as:
__________________________________________________________________________________________
4
• Incentives for carpooling with guaranteed rides home (should one person in a carpool have
to leave early) using ride sharing services such as Uber and Lyft at employer’s expense
• Flexible work hours
• Incentives to live on site and walk to work such as a monthly stipend to account for an
employee walking to work
• Incentives to increase internal trips such as coupons for breakfast or dinner at on site
restaurants or coupons for retail on site. For instance, if one of the retail elements on site
is a fitness club, reduced price memberships could be offered to those who work on site.
Introduction
University Ridge is a mixed-use development located between Church Street and Howe Street in downtown
Greenville as shown in the master plan and site location aerial in Appendix A. There have been several iterations
of the master plan, and there may be more. The site trips and analyses in this report are based on the January
2019 plan. The plan shown in Appendix A is the February 2019 plan. While the general layout of the plan
remains consistent, as shown below, there have been minor changes between the plans. However, it would not
be productive to revise all site trips and analyses for these small changes. The uses planned on the site are:
- County office - 250,000 square feet – same in January and February master plans
- Other office – 1,000,000 square feet – same in January and February master plans
- Hotel – 350 rooms – changed to 150 rooms with 120 loft offices
- Residential – 1500 units – generally five to eight stories – same in January and February plans
- Retail – 296,000 square feet – changed to 300,000 square feet in February plan
This study is based on the County office occupied by 2020 with full build out expected in another five years –
2025. These dates may also change slightly as the project proceeds.
Purpose of Study
The purpose of this study is to meet the requirements of the City of Greenville in the development approval
process and the South Carolina Department of Transportation (SCDOT) in the encroachment permit process.
The study intersections are listed below:
- Augusta Street (SC 20)/River Street (S-664)/Main Street
- Augusta Street/University Street/driveway
- Augusta Street/Field Street
- Augusta Street/Bradshaw Street
- Augusta Street/Vardry Street
- Augusta Street/Harris Street
- Augusta Street/Claussen Street
- Augusta Street/Thruston Street/driveway
- Augusta Street/Dunbar Street (S-490)
- Augusta Street/Haynie Street (S-494)/Augusta Walk
- Haynie Street/Howe Street
- Church Street/Mills Avenue (US 29)/Augusta Street
- Church Street/Pearl Avenue/Haynie Street
- Church Street/University Ridge (S-438)
- University Ridge/Cleveland Street (S-76)
- Church Street/Washington Street (S-1077)
- Church Street/East North Street (SC 183/I-385))
- Church Street/Beattie Place (SC 183)
- Church Street/County Garage
__________________________________________________________________________________________
5
The study periods are the traditional morning and afternoon peak periods. The study year is build out plus one
year. Build out is expected by 2025. Therefore, the study year is 2026.
Existing Conditions
In the study area, Church Street is a five-lane/four-lane road with a raised median between intersections. All of
the study intersections on Church are signalized, and these are the turn lanes on Church at the study
intersections:
- At Augusta – northbound left and southbound dual left
- At Haynie/Pearl – northbound and southbound lefts
- At University Ridge – northbound and southbound lefts and southbound right
- At Washington – northbound right and southbound left and right (no left turn northbound)
- At East North – northbound right and southbound left (no left turn northbound and no right turn
southbound due to one-way East North at this location)
- At Beattie – northbound left (no left turn southbound and no right turn northbound due to one-way
Beattie)
Augusta/River is a four-lane road that changes to three lanes to the north at Dunbar. The signalized study
intersections on Augusta/River are Main, Field, Vardry, Dunbar, and Church/Mills. There are exclusive left turn
lanes or two-way left turn lanes on Augusta at every study intersection except northbound at Augusta Walk,
northbound and southbound at University, and northbound and southbound at Main (no left turn allowed
northbound and southbound at Main). There are right turn lanes northbound and southbound at Main. There is a
right turn lane southbound at Field, but it may not be maintained in future streetscape projects. Therefore, it was
not considered in this study.
University Ridge is a five-lane road that narrows to two lanes on either end in the study area. Its intersection with
Cleveland is signalized, and there are left turn lanes eastbound and westbound at Church (dual lefts eastbound)
with a right turn lane eastbound at Church.
Washington is a three-lane street with left turn and right turn lanes on both approaches to Church. East North
and Beattie are a one-way pair that form I-385 to the east. Eastbound at Church, the approach lanes on E North
are left, through, through, and through/right. Westbound on Beattie the approach lanes are left, left/through,
through, through, and through/right.
Dunbar is a five-lane road, and its two approach lanes at Augusta serve as left and right turn lanes. Vardry is a
three-lane street in the study area with the middle lane serving as a left turn lane at Augusta and the outside lane
serving as a right turn lane. All other streets in the study area are two-lane with these turn lanes: a short right
turn lane on University at Augusta and eastbound and westbound left turn lanes at Church on Pearl/Haynie.
Speed limits are 25 or 30 on all streets except Church, Dunbar, and Beattie on which the speed limits are 35
miles per hour.
Turning movement counts were conducted at the study intersections in October 2018 while public schools were in
regular session. The counts were conducted during the time periods of 7:00 – 9:00 a.m. and 4:00 – 6:00 p.m.
and are included in Appendix B. The peak hour volumes were identified and are shown in Figures 1 and 2 for the
morning and afternoon peak hours, respectively.
__________________________________________________________________________________________
8
2026 No Build Traffic
No build traffic is the traffic that would be at the study intersections in the future without the proposed
development. No build traffic is made up of existing traffic and any increase or decrease in volumes which might
occur from general growth trends in the surrounding area or from nearby specific developments. One way to
estimate background traffic growth is to examine historical SCDOT traffic volumes. As shown in Table 1, SCDOT
has annual traffic count stations at many locations near the study intersections. Between 2009 and 2017, traffic
volumes went up and down as did volumes at many stations across South Carolina due to the economic
downturn at the beginning of this period. It is reasonable to use the growth that occurred between 2011 and 2017
as representative of recent traffic volume growth.
During that period the sum of traffic volumes grew 0.1%. However, volumes have just recently exceeded
2011/2012 volumes. Therefore, some background traffic growth must be accounted for, and one percent per
year was used. 2018 existing peak hour traffic volumes were increased by one percent per year for eight years,
and the 2026 no build peak hour traffic volumes are shown in Figures 3 and 4 for morning and afternoon peak
hours, respectively.
Table 1
HISTORICAL SCDOT TRAFFIC COUNTS
University Ridge Traffic Impact Study
Location (Station #) 2017 2016 2015 2014 2013 2012 2011 2010 2009
Church N of E North (#147) 22,800 17,000 15,900 15,700 16,900 16,900 16,500 17,200 15,800
Church S of Washington (#145) 32,000 25,000 25,000 24,500 23,700 26,700 29,200 27,800 28,800
Church S of Pearl (#143) 24,800 26,200 26,300 24,000 25,600 25,600 25,000 23,900 24,900
Church S of Augusta (#141) 21,100 23,100 22,700 19,700 19,700 21,300 21,400 20,900 22,000
Augusta S of Dunbar (#129) 18,500 17,700 18,300 16,500 16,100 17,400 17,900 16,600 17,800
Augusta SE of Church (#833) 18,300 19,600 21,100 19,700 19,700 20,500 20,100 19,200 20,500
University Ridge W of Church (#716) 10,300 10,400 8,800 9,500 10,200 9,400 10,900 9,600 10,300
Haynie E of Augusta (#741) 2,300 2,200 1,250 1,250 1,050 1,250 1,200 1,100 1,250
Washington E of Church (#813) 8,600 9,300 9,400 9,000 8,100 9,300 8,500 8,800 8,600
E North E of Beattie split (#827) 36,800 36,800 37,000 41,200 40,200 45,800 44,700 43,800 41,600
Beattie W of Church (#240) 12,900 12,800 13,400 11,500 11,200 13,500 11,900 12,900 11,800
Total in thousands 208.4 200.1 199.15 192.55 192.45 207.65 207.3 201.8 203.35
Proposed Site
Trip Generation – While all trip generation information was taken from the 10th Edition of Trip Generation, Institute
of Transportation Engineers (except as noted), this site is a hybrid between the suburban data and the dense
multi-use urban data in that reference. While the function and location of the development will be more like the
dense multi-use urban sites described in Trip Generation, it cannot be ignored that at these sites “The area is
served by significant transit (either rail or bus) that enables a high level of transit usage to and from area
development.” Such service is not available at this site. Therefore, information from Trip Generation for a dense
multi-use urban site cannot be used for University Ridge. However, it must be recognized that there will be
significant internal trips.
__________________________________________________________________________________________
11
The land uses in Trip Generation relating to residential and office are relatively straight forward, and information
regarding varying densities of multi-family is now available. The land use in University Ridge which is not
reflected very well in Trip Generation is retail. The only general retail land use is Shopping Center in a suburban
location. Given the vision for the site, the location of the site, and the review level by the City of Greenville that
will be in place for this site, it is obvious that this trip generation information for a suburban shopping center will
overstate the trip generation of the retail on this site. However, there is no other relevant land use in Trip
Generation. Therefore, the Trip Generation information will be used, but several extra steps will be undertaken to
attempt to better reflect the actual trip generation on this site.
First, an estimate of the new development on the site was made:

• Office
• Current uses – 290,000 square feet for County office and 114,000 square feet for other office at
the time of the counts conducted for this study.
• Multiplied by one percent per year for eight years to reflect that the traffic volume growth rate
was applied to the trips to and from these existing uses = 437,000 square feet
• Office square footage over the new County office = 437,000-250,000 = 187,000 square feet
• New office = 1,000,000 - 813,000 square feet
• Hotel = 350 rooms
• Residential – mostly five story – defined as mid rise = 1500 mid-rise multifamily units
• Retail – 296,000 square feet
Second, using information from Trip Generation, the trip generation for the site was calculated as shown below.
• Office (General office – Land Use Code 710) – independent variable is 1000 square feet
• Morning Peak Hour of Adjacent Street Traffic: T=0.94X+26.49 = 791 – 86% enter = 680, 14%
exit = 111
• Afternoon Peak Hour of Adjacent Street Traffic: Ln(T)=0.95LnX+0.36 = 834 – 16% enter = 133,
84% exit = 701
• Hotel (Business hotel- Land use Code312) – independent variable is rooms
• Morning Peak Hour of Adjacent Street Traffic: T=0.35X+4.40 = 127, 42% enter = 53, 58% exit
= 74
• Afternoon Peak Hour of Adjacent Street Traffic: 0.32X = 112, 55% enter = 62, 45% exit = 50
• Residential (Multifamily Housing (Mid-Rise)-Land Use Code 221)–independent variable is dwelling units
• Morning Peak Hour of Adjacent Street Traffic: LnT=0.98LnX-0.98 = 483 - 26% enter = 126,
74% exit = 360
• Afternoon Peak Hour of Adjacent Street Traffic: LnT=0.96LnX-0.63 = 596 – 61% enter = 363,
39% exit = 233
• Retail (Shopping Center – Land Use Code 820) – independent variable is 1000 square feet
• Morning Peak Hour of Adjacent Street Traffic: T=0.5X + 151.78 = 300 - 62% enter = 186, 38%
exit = 114
• Afternoon Peak Hour of Adjacent Street Traffic: T=0.74LnX +2.89 = 1213 - 48% enter = 582,
52% exit = 631
__________________________________________________________________________________________
12
Third, internal trips were accounted for. The 3rd Edition of the Trip Generation Handbook includes a methodology
for estimating internal trips. However, it includes an estimate of vehicle occupancy which would just be a guess
at this point in this development. Therefore, the methodology from the 2nd Edition was used, and the worksheet is
included in Appendix C. The external trips from that worksheet are shown in Table 2. It is obvious that there will
be internal trips during the morning peak hour, but no data regarding those trips is available with this
methodology. Therefore, it is likely that morning peak hour external trips are overstated.
Fourth, some of the retail trips will go into and out of the site while “passing by”. The 3rd Edition of the Trip
Generation Handbook contains data that indicates that the afternoon peak hour pass-by percentage is 34
percent. Using that percentage, the pass by trips in Table 2 were calculated.
Table 2
NEW EXTERNAL TRIP GENERATION
Morning Peak Hour Afternoon Peak Hour

Use – Size Enter Exit Total Enter Exit Total
Primary/Pass-by
Office – 813,000 square feet 680 111 791 114 682 796
Hotel – 350 rooms 53 74 127 62 50 112
Residential - 1500 units 126 360 486 280 181 461
Retail – 296,000 square feet 186 114 300 342/176 354/182 696/358
Total 1045 659 1704 798/176 1267/182 2065/358
Finally, it was assumed that at least a right in/right access to the County garage would be allowed on Church
Street, and some of the existing trips were reassigned to that access as shown in Figures 5 and 6 for morning
and afternoon peak hour, respectively. Also, some recognition that some of the trips already coming into and out
of the site will be internal trips is required. Because the internal trip percentage in Appendix C is 13 percent, it
was assumed that the existing trips into and out of the site will be reduced by 10 percent, and that reduction is
also shown in Figures 5 and 6.
Despite all of these steps, it is likely that the trip generation in Table 2 is high.
Trip Distribution – Using the distribution of trips currently entering and exiting the site, this primary trip distribution
was estimated:
- 15 percent to/from the northwest on River/Main
- 18 percent to/from the west on Vardry and Dunbar
- 30 percent to/from the south on Augusta and Church
- 35 percent to/from the northeast on Church
- Two percent to/from the east on University Ridge and Pearl
Pass-by trips were distributed in the same manner as traffic on the streets to which it was assigned.
__________________________________________________________________________________________
15
Trip Assignment – Several factors were considered in assigning the new peak hour site trips:
- University Street within the development will be a shopping street that will be designed for low
speeds, on-street parking, and particularly high pedestrian accommodation. Therefore, it is not
expected to attract as many new site trips as will other streets on the west side of the site. In fact,
eliminating the exiting roundabout has been discussed to improve pedestrian accommodation and
provide a consistent streetscape on University.
- The new site trips will be generated by uses more oriented to the south and west than are existing
traffic volumes entering and leaving the site.
- In the afternoon, the eastbound left off University Ridge is very high and will just get higher with
additional development. Therefore, some of the lefts out of the site onto Church will find Haynie
Street more convenient.
Given these factors and the trip distribution above, the new external site trips were assigned to the study
intersections and are shown in Figures 7 and 8 for primary trips during the morning and afternoon peak hours,
respectively. The afternoon pass-by trips are shown in Figure 9.
2026 Build Traffic
New peak hour site trips were added to the 2026 no build peak hour traffic volumes to obtain the 2026 build peak
hour traffic volumes shown in Figures 10 and 11 for the morning and afternoon peak hours, respectively. As
discussed in the remainder of this report, some suggested mitigation will result in redistribution of some trips. The
reassignment of those trips is shown in Figures 12 and 13 for the morning and after peak hours respectively.
Need for Turn Lanes
Left turn lanes are available at all study intersections except at Augusta/University and Haynie/Howe. Because
Augusta/University is in a downtown setting with a new streetscape, it was assumed that a left turn lane is not an
option at that location, and the capacity analyses for that intersection were run without the left turn. Because
Haynie is adjacent to a successful mixed income residential development, it was assumed that a left turn lane
would not be an option at that location either, and the capacity analyses for Haynie/Howe were run without that
left turn lane.
Along Augusta, buildings close to the street and closely spaced blocks would make right turn lanes impractical to
install. It was assumed that right turn lanes on Augusta are not an option except at Harris where the corner
parcel is underutilized and is for sale.
__________________________________________________________________________________________
23
Traffic Operations
Synchro 9.1 is the software used for the traffic operations analyses in this study. The methodology used for
assessing the quality of traffic flow is the methodology described in the 2010 Highway Capacity Manual (HCM),
Transportation Research Board. In general, the HCM expresses quality of flow in terms of Level of Service
(LOS). The types of transportation facilities which were examined in this study are the signalized and
unsignalized intersections. The criteria for unsignalized and signalized intersection LOS are shown in Table 3.
The variable used is control delay. This is the delay attributed to traffic control measures and includes
deceleration delay, queue move-up time, stopped delay, and final acceleration delay. SCDOT uses a guideline of
roadway LOS C or no change in LOS if the baseline LOS is below C as not requiring mitigation. Mitigation must
be considered for the City of Greenville if an intersection currently operating at LOS D or better goes to LOS E or
F. It is not unusual for an individual movement, especially on a side street at an unsignalized intersection, to
experience LOS E or F during the peak hour.
Table 3
INTERSECTION LEVEL OF SERVICE CRITERIA
Level of Service Control Delay Range

(seconds/vehicle)
Unsignalized Intersection Signalized Intersection
A <10 <10
B >10 and <15 >10 and <20
C >15 and <25 >20 and <35
D >25 and <35 >35 and <55
E >35 and <50 >55 and <80
F >50 >80
The study intersections were analyzed for morning and afternoon peak hours with existing traffic volumes. The
City of Greenville supplied the base signalized intersection Synchro files so that existing timings could be
correctly reflected and so that the influence of signalized intersections outside the study area would be
considered. Volumes, percentages of heavy vehicles, peak hour factors, bicycles, and pedestrians were taken
from existing counts. It is recognized that signal timings in the Augusta and Church corridors have been worked
on over many years and in place to address traffic volumes as well as queueing between closely spaced
intersections. Therefore, signal timings were not changed from those in the City Synchro unless specifically
noted. Capacity analysis printouts are included in Appendix D.
__________________________________________________________________________________________
24
Main Street/River Street/Augusta Street - As shown in Table 4, this intersection currently operates acceptably and
can continue to do so with 2026 no build volumes. With the addition of new site trips, the intersection will go to
LOS E/F. The Synchro from the City indicates that this intersection operates pretimed. If it is changed to
actuated operation (with ped recall so that all peds are served every cycle) as mitigation, the intersection
can operate acceptably with 2026 build volumes.
Table 4
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
MAIN STREET/RIVER STREET/AUGUSTA STREET
Level of Service/Delay (seconds/vehicle)

Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Operation Actuated
with Min
Recall
Morning Peak Hour
Eastbound - Left C/25 C/25 C/25 C/33
Through/right C/26 C/26 C/26 C/35
Westbound - Left C/25 C/25 C/25 C/35
Northbound - Through C/29 C/31 D/46 B/13
Right C/20 C/21 C/21 A/9
Southbound - Through D/38 D/45 F/132 B/16
Right B/20 C/20 C/20 A/9
Overall C/31 C/34 E/75 B/18
Afternoon Peak Hour
Eastbound - Left C/24 C/24 C/24 D/47
Through/right C/27 C/27 C/27 D/51
Westbound - Left C/26 C/26 C/26 D/47
Through/right C/30 C/31 C/31 E/73
Northbound - Through D/38 D/46 F/207 A/5
Right C/22 C/22 C/22 A/1
Southbound - Through C/32 D/36 F/71 B/18
Right C/21 C/21 C/21 B/12
Overall C/31 C/35 F/106 C/22
Notes:
- Main is east-west. River/Augusta is north-south.
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25
Augusta Street/University Street/Driveway - As shown in Table 5, the westbound left/through movement already
operates at LOS E, but this volume is low. With the addition of new site trips the westbound left goes to LOS F.
Although the delays are reasonable for a side street at an unsignalized intersection during a peak hour,
mitigation of right turn only from westbound University will eliminate LOS F at this intersection.
Table 5
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/UNIVERSITY STREET/DRIVEWAY

Movement
Existing Mit 1
Operation WB Right
Out Only
Morning Peak Hour
Eastbound–Left/thru/right C/17 C/19 D/27 D/26
Westbound - Left/through D/33 E/39 F/62 -
Right B/12 B/12 B/13 B/13
Northbound - Left A/8 A/8 A/9 A/9
Southbound - Left A/9 A/9 A/9 A/9
Afternoon Peak Hour
Eastbound–Left/thru/right C/20 C/21 E/37 E/37
Westbound - Left/through E/36 E/43 F/84 -
Right B/14 B/15 C/21 C/21
Notes:
- University is east-west. Augusta is north-south.
__________________________________________________________________________________________
26
Augusta Street/Field Street - As shown in Table 6, this intersection operates acceptably overall and can continue
to do so with 2026 no build and build volumes. To address delay at Bradshaw, Mitigation 1 considered moving
the signal at Field to Bradshaw. As show below, the Field intersection can operate acceptably without a signal.
Mitigation 2 considered a Howe Street extension to intersect Augusta at Field. As shown, the new four-way
intersection could operate acceptably as a four-way intersection with build volumes.
Table 6
CAPACITY ANALYSES RESULTS – SIGNALIZED AND UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/FIELD STREET

Movement
Signalized Unsigal Signal
Existing Mit 1 Mit 2
Move Howe
Signal Extension
Morning Peak Hour
Eastbound - Left/thru/right E/68 E/67 E/67 C/23 D/44
Westbound – Left/thru - - - - D/47
Right - - - - D/42
Northbound - Left A/4 A/4 A/6 A/9 A/10
Through/right A/3 A/3 A/3 - A/9
Southbound- Left A/3 A/3 A/4 - B/16
Through/right - - - - A/7
Overall A/7 A/7 A/7 - B/14
Afternoon Peak Hour
Eastbound - Left/thru/right F/115 F/110 F/110 D/31 D/44
Westbound – Left/thru - - - - D/52
Right - - - - D/53
Northbound - Left A/2 A/3 A/3 A/9 B/16
Through/right A/2 A/2 A/2 - A/10
Southbound- Left - - - - B/16
Through/right A/2 A/2 A/2 - B/10
Overall A/5 A/5 A/5 - C/22
Notes:
- University is east-west. Augusta is north-south.
__________________________________________________________________________________________
27
Augusta Street/Bradshaw Street - As shown in Table 7, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS F in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour,
two mitigations were considered. First, moving the signal at Field to Bradshaw was considered as
Mitigation 1. A maximum side street time of 24 seconds was used because that is the time required to fill the
space between Vardry and Bradshaw. In the afternoon peak hour, double cycles were assumed. As shown in
Table 7, the intersection can operate acceptably as a signalized intersection with 2026 build volumes. An
extension of Howe Street to intersect Augusta across from Field was considered as Mitigation 2. Please
see Table 6 (Augusta/Field) to see that the new four-leg intersection can operate acceptably with build volumes.
Table 7
CAPACITY ANALYSES RESULTS – UNSIGNALIZED AND SIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/BRADSHAW STREET

Movement Existing 2026 No Build 2026 Build
Unsignalized Mit 1 Mit 2
Signal Unsigal
Morning Peak Hour
Westbound - Left/right B/14 C/15 D/25 E/62 -
Northbound–Through/right - - - A/7 -
Southbound - Left A/9 A/9 B/10 B/13 -
Through - - - A/5 -
Overall - - - B/13 -
Afternoon Peak Hour
Westbound - Left/right B/14 C/16 F/101 D/50 -
Northbound–Through/right - - - B/17 -
Southbound - Left A/8 A/9 A/10 C/28 -
Through - - - B/13 -
Overall - - - C/26 -
Notes:
- Bradshaw is east-west. Augusta is north-south.
__________________________________________________________________________________________
28
Augusta Street/Vardry Street - As shown in Table 8, this intersection currently operates acceptably overall and
can continue to do so with 2026 no build volumes. In order to accommodate the signalization of Bradshaw in
Mitigation 1, a maximum time of 24 seconds was used at Vardry because that is the amount of time for vehicles
to fill the distance between Vardry and Bradshaw. Using that side street time, the overall LOS will go to D in the
morning, but the overall delay per vehicle will only increase by one second.
Table 8
AUGUSTA STREET/VARDRY STREET
University Ridge Traffic Impact Study Existing Conditions

Movement Existing 2026 No Build 2026 Build
Existing Mit 1
Signal at Bradshaw
Morning Peak Hour
Eastbound - Left D/37 D/37 D/41 D/40
Right F/85 F/100 F/84 F/84
Northbound - Left A/8 A/8 A/8 C/21
Through A/7 A/7 A/8 A/8
Southbound- Through/right A/1 A/2 A/3 D/36
Overall C/27 C/30 C/25 D/36
Afternoon Peak Hour
Right D/47 D/49 D/47 D/50
Southbound- Through/right A/1 A/1 A/2 A/2
Overall B/13 B/14 B/14 B/12
Notes:
- Vardry is east-west. Augusta is north-south.
__________________________________________________________________________________________
29
Augusta Street/Harris Street - As shown in Table 9, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS E in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour, a
right turn lane on Harris was considered as Mitigation 1 because the corner parcel is underutilized. As
shown in Table 9 provision of that right turn lane will eliminate LOS E at the intersection.
Table 9
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION
AUGUSTA STREET/HARRIS STREET

Movement
Existing Mit 1
Add WB RTL
Morning Peak Hour
Westbound - Left/right C/23 D/28 D/32 D/30
Right - - - C/20
Southbound - Left B/11 B/11 B/12 B/12
Afternoon Peak Hour
Westbound - Left/right C/25 D/31 E/41 C/24
Right - - - C/22
Southbound - Left A/10 B/10 B/10 B/10
Notes:
- Harris is east-west. Augusta is north-south.
__________________________________________________________________________________________
30
Augusta Street/Claussen Avenue - As shown in Table 10, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS E in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour,
mitigation of signalization was considered. A maximum side street time of 30 seconds was used because
that is the time it takes to fill the distance between Dunbar and Claussen. In the afternoon double cycling was
assumed. As shown in Table 10, the intersection can operate acceptably overall under signal control with 2026
build volumes.
Table 10
AUGUSTA STREET/CLAUSSEN AVENUE

Movement
Existing Mit 1
Signal
Morning Peak Hour
Westbound - Left/right C/16 C/17 D/26 E/59
Northbound–Through/right - - - A/7
Southbound - Left A/9 A/10 B/11 B/12
Through - - - A/5
Overall - - - A/10
Afternoon Peak Hour
Westbound - Left/right C/16 C/17 E/41 C/29
Northbound–Through/right - - - A/0
Southbound - Left A/9 A/10 B/10 A/0
Through - - - A/0
Overall - - - A/4
Notes:
- Claussen is east-west. Augusta is north-south.
__________________________________________________________________________________________
31
Augusta Street/Thruston Avenue/Driveway - As shown in Table 11, this intersection currently operates with LOS
D and E on the side streets. With 2026 no build volumes the LOS for westbound in the afternoon will go to F, but
the delay is still reasonable for a side street during a peak hour. With the addition of site traffic both side streets
will operate at LOS F in the afternoon, and the delay for westbound will be higher than could be considered
reasonable. As discussed previously, Mitigation 1 includes signalization of Claussen. The left turn site trips
originally assigned to Thruston were moved to Claussen. As shown in Table 11, with that change, operation
is close to that with no build volumes.
Table 11
AUGUSTA STREET/THRUSTON AVENUE/DRIVEWAY

Movement
Existing Mit 1 - Move
Site Lefts out
to Claussen
Morning Peak Hour
Eastbound–Left/thru/right B/13 B/13 B/14 B/14
Westbound-Left/thru/right E/39 E/49 F/81 F/77
Southbound - Left A/10 A/10 B/11 B/11
Afternoon Peak Hour
Eastbound–Left/thru/right D/34 E/42 F/74 F/74
Westbound-Left/thru/right E/43 F/57 F/194 F/106
Northbound - Left A/9 A/9 B/10 B/10
Notes:
- Thruston/driveway is east-west. Augusta is north-south.
__________________________________________________________________________________________
32
Augusta Street/Dunbar Street - As shown in Table 12, this intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is signalized (Mitigation 1),
Synchro indicates that delay at Dunbar will change to LOS D in the morning. The side street max was checked to
be sure that it is less than 30 seconds which is the time required to fill the distance between Dunbar and
Claussen.
Table 12
AUGUSTA STREET/DUNBAR STREET

Movement
Existing Mit 1
Side St Max
Morning Peak Hour
Eastbound - Left E/61 E/64 D/49 D/51
Right D/37 D/36 D/34 C/27
Northbound - Left A/6 A/6 A/9 E/75
Southbound- Through/right A/2 A/3 A/8 E/61
Overall B/13 B/14 B/15 D/42
Afternoon Peak Hour
Right D/48 D/47 D/48 D/48
Southbound- Through/right A/3 A/4 B/13 B/13
Overall B/12 B/13 B/17 B/17
Notes:
- Dunbar is east-west. Augusta is north-south.
__________________________________________________________________________________________
33
Augusta Street/Haynie Street/Augusta Walk Way - As shown in Table 13, this intersection currently operates
acceptably and can continue to do so with 2026 no build volumes. With the addition of site trips, the side goes to
LOS E in the afternoon. Because the delay is reasonable for a side street at an unsignalized intersection during a
peak hour and because the retail trips are likely overstated, no mitigation is recommended at this
intersection.
Table 13
AUGUSTA STREET/HAYNIE STREET/AUGUSTA WALK WAY

Movement
Morning Peak Hour
Eastbound–Left/thru/right A/0 A/0 A/0
Westbound-Left/thru/right B/15 C/16 C/22
Northbound - Left A/9 A/9 A/10
Southbound - Left B/11 B/11 B/13
Afternoon Peak Hour
Eastbound–Left/thru/right B/14 B/15 C/17
Westbound-Left/thru/right C/18 C/20 E/45
Northbound - Left A/9 A/9 B/10
Southbound - Left A/10 B/10 B/11
Notes:
- Haynie/Augusta Walk Way is east-west. Augusta is north-south.
__________________________________________________________________________________________
34
Church Street/Mills Avenue/Augusta Street - As shown in Table 14, this intersection currently operates at LOS D
overall, and with 2026 no build volumes, the overall LOS will be E. With the addition of new site trips, the overall
LOS will go to F. For mitigation, eastbound and westbound right turn lanes on Augusta were considered given
the volumes of those right turns, but the eastbound right would take parking away from an existing commercial
parcel and could require purchase of the entire parcel. On the westbound approach the corner house is set off the
road, but after that the houses are close to the road, there is an existing retaining wall, and there is at least one
significant tree on the frontage. Therefore, addition of right turn lanes is not practical. Running this intersection
coordinated with Pearl/Haynie and with a longer cycle length was considered as Mitigation 1. As shown in
Table 14, that operation will provide a LOS equivalent to no build in the afternoon. There will still be a difference
in the morning between the LOS E with no build and LOS F with build, but the delay with this change in operation
will be less with mitigation volumes than with existing operations.
Table 14
CHURCH STREET/MILLS AVENUE/AUGUSTA STREET

Movement
Existing Mit 1
Coordinate
with Pearl
Morning Peak Hour
Through/right D/38 D/42 D/48 D/55
Westbound - Left C/26 C/27 C/29 D/37
Through/right D/48 E/62 F/108 F/97
Northbound - Left E/64 E/66 E/74 F/89
Through/right E/72 F/96 F/138 F/91
Southbound - Left E/57 E/59 E/63 F/111
Through/right C/34 D/36 D/45 E/64
Overall D/51 E/62 F/87 F/82
Afternoon Peak Hour
Through/right D/40 D/49 E/77 F/85
Westbound - Left C/26 C/31 D/43 E/76
Through/right D/39 D/48 E/73 F/89
Northbound - Left E/66 E/68 E/71 F/111
Through/right E/63 E/70 F/99 E/62
Southbound - Left E/59 E/60 E/56 E/65
Through/right E/58 E/62 F/104 C/24
Overall D/51 E/57 F/84 E/64
Notes:
- Augusta is east-west. Church/Mills is north-south.
__________________________________________________________________________________________
35
Church Street/Haynie Street/Pearl Avenue - As shown in Table 15, this intersection currently operates acceptably
and can continue to do so with 2026 no build volumes. With 2026 build volumes, the intersection can still operate
at LOS D in the afternoon, but with existing signal operations, the northbound left will operate with high delay.
This operation indicates a left turn phase will be needed. As mitigation, that phase was added, the cycle
length matched to the cycle length at University Ridge, and the intersection was modelled as
coordinated. In addition, to give more capacity for eastbound to northbound lefts out of the site, dual
lefts were tried as mitigation for University Ridge/Church. The intersection will still operate acceptably
overall with this mitigation and 2026 build volumes.
Table 15
CHURCH STREET/HAYNIE STREET/PEARL AVENUE

Movement
Existing Mit 1
Operation NB Left
Phase +
EBDL
Morning Peak Hour
Eastbound - Left C/28 C/28 C/27 E/75
Westbound - Left C/27 C/27 C/30 E/69
Northbound - Left A/8 A/9 E/64 A/8
Through/right A/8 A/9 B/13 B/10
Southbound - Left A/10 B/12 B/18 A/2
Through/right A/6 A/7 B/11 A/2
Overall A/9 A/10 B/17 B/16
Afternoon Peak Hour
Eastbound - Left C/27 C/27 C/32 F/102
Through/right C/26 C/26 C/23 D/51
Westbound - Left C/28 C/28 C/28 E/68
Northbound - Left B/12 B/14 F/446 B/11
Through/right A/8 A/8 B/19 B/14
Southbound - Left B/11 B/13 C/29 A/4
Through/right A/8 A/10 C/33 A/6
Overall A/10 B/11 D/47 C/23
Notes:
- Haynie/Pearl is east-west. Church is north-south.
__________________________________________________________________________________________
36
Church Street/University Ridge - As shown in Table 16, this intersection currently operates acceptably in the
morning and at LOS D overall in the afternoon peak hour. This operation can continue with 2026 no build
volumes. With 2026 build volumes, the afternoon peak hour LOS will go to E. The right turns which do not
already have right turn lanes have low volumes. Therefore, the mitigation considered for this intersection is
to add more capacity for the eastbound to northbound left at Haynie/Church. This intersection can operate
at the no build LOS with that mitigation.
Table 16
CHURCH STREET/UNIVERSITY RIDGE

Movement
Existing 2026 No 2026 Build
Build Existing Mit 1
Operations Coor with
Pearl/Haynie
Morning Peak Hour
Eastbound - Left D/45 D/46 D/48 E/77
Through C/27 C/27 C/25 C/33
Right C/23 C/22 C/20 C/28
Westbound - Left D/39 D/39 D/42 E/62
Through/right D/43 D/43 D/49 F/86
Right - - D/43 E/64
Northbound - Left B/16 B/19 C/25 B/19
Through/right C/24 C/29 D/44 A/4
Right B/12 B/12 B/14 B/11
Overall C/25 C/28 D/37 C/24
Afternoon Peak Hour
Eastbound - Left E/58 E/64 F/188 F/65
Right C/23 C/23 C/24 B/19
Westbound - Left D/49 D/51 D/51 E/68
Through/right D/49 D/50 D/49 E/67
Right - - - E/65
Northbound - Left C/26 C/31 C/34 D/39
Through/right D/39 D/51 F/90 F/36
Through C/34 E/44 D/52 D/42
Right A/10 B/10 B/13 B/11
Overall D/38 D/45 E/80 D/42
Notes:
- University Ridge is east-west. Church is north-south.
__________________________________________________________________________________________
37
University Ridge/Cleveland Street - As shown in Table 17, this intersection currently operates acceptably and can
continue to do so with 2026 no build or build volumes. Therefore, no mitigation is recommended at this
intersection.
Table 17
UNIVERSITY RIDGE/CLEVELAND STREET

Movement
Morning Peak Hour
Eastbound–Left/thru/right C/21 C/21 C/21
Westbound-Left/thru/right B/19 B/19 B/19
Northbound–Left/thru/right A/6 A/6 A/7
Southbound-Left/thru/right A/5 A/5 A/5
Overall B/10 B/10 B/11
Afternoon Peak Hour
Eastbound–Left/thru/right C/21 C/21 C/22
Westbound-Left/thru/right B/16 B/16 B/16
Northbound–Left/thru/right A/9 A/10 B/10
Southbound-Left/thru/right A/9 B/10 B/11
Overall B/14 B/14 B/15
Notes:
- University Ridge is east-west. Cleveland is north-south.
__________________________________________________________________________________________
38
Church Street/Washington Street - As shown in Table 18, this intersection currently operates acceptably overall
and can continue to do so with 2026 no build volumes. With the addition of site trips, the afternoon peak hour will
go to LOS D. Although SCDOT requires that mitigation be considered if LOS C is not maintained, the City
accepts LOS D. Mitigation was considered at this intersection. However, right turn lanes already exist on all
approaches. Because the intersection can operate at LOS D overall with 2026 build volumes, no
mitigation is recommended at this intersection.
Table 18
CHURCH STREET/WASHINGTON STREET

Movement
Morning Peak Hour
Eastbound - Left E/62 E/69 E/69
Through E/63 E/63 E/63
Right D/53 D/53 D/53
Westbound - Left F/133 F/160 F/236
Northbound - Through B/14 B/16 B/18
Right A/10 B/10 B/11
Southbound - Left B/11 B/12 B/15
Through A/1 A/1 A/2
Right A/0 A/0 A/0
Overall C/21 C/23 C/28
Afternoon Peak Hour
Eastbound - Left D/46 D/48 D/48
Through D/50 D/50 D/50
Westbound - Left E/65 E/71 F/102
Northbound - Through C/24 C/29 F/79
Right B/14 B/15 B/15
Southbound - Left B/19 C/25 C/33
Through A/1 A/1 A/2
Right A/0 A/0 A/0
Overall C/23 C/26 D/47
Notes:
- Washington is east-west. Church is north-south.
__________________________________________________________________________________________
39
Church Street/East North Street - As shown in Table 19, this intersection currently operates at LOS D during the
morning peak hour. With 2026 volumes, the LOS will go to E. With the addition of site trips, the LOS will be F.
The only allowable right which does not have an exclusive lane is eastbound, and the building at that location is
located immediately behind the sidewalk. Because the southbound lefts are low, mitigation of prohibiting
that left was considered as Mitigation 1. As shown in Table 19, that change will reduce delay but will not
change the LOS. The left turn prohibition does allow a helpful change at Beattie. The left turn prohibition should
be adopted as a last resort because it will affect access to one or two properties that face East North
between Manly and Williams.
Table 19
CHURCH STREET/EAST NORTH STREET

Movement
Existing Mit 1
No SB Lefts
Morning Peak Hour
Through E/58 E/61 E/61 F/148
Northbound - Through A/1 A/1 A/1 A/1
Right A/3 A/3 A/6 A/3
Southbound - Left B/10 B/11 B/11 -
Through F/62 F/116 F/229 F/165
Overall D/45 E/71 F/128 F/115
Afternoon Peak Hour
Through D/54 E/56 E/56 E/56
Northbound - Through A/1 A/1 A/1 A/1
Right A/6 B/15 F/83 F/122
Southbound - Left B/10 B/11 B/12 -
Through A/2 A/4 F/60 F/61
Overall B/17 B/19 D/49 D/40
Notes:
- E North is east-west. Church is north-south.
__________________________________________________________________________________________
40
Church Street/Beattie Place - As shown in Table 20, this intersection currently operates at LOS D during the
morning peak hour and will continue to do so with 2026 no build volumes. With the addition of new site trips, the
morning peak hour LOS will go to E. Given the proximity of buildings and retaining walls, there are no practical
lane additions at this intersection. With Mitigation 1 at East North, the northbound left on Church at Beattie
can be converted to a dual left. As shown in Table 20, the intersection can operate at LOS D overall during
both peak hours with northbound dual lefts and 2026 build volumes.
Table 20
CHURCH STREET/BEATTIE PLACE

Movement
Existing 2026 No 2026 Build
Build Existing Mit 1
NB Dual Left
Morning Peak Hour
Westbound - Left D/47 D/49 D/52 D/52
Through D/46 D/47 D/51 D/51
Northbound - Left E/63 E/75 E/75 E/63
Southbound– Through/right C/32 F/49 F/103 F/59
Overall D/42 D/48 E/67 D/53
Afternoon Peak Hour
Westbound - Left D/44 D/45 D/47 D/47
Through D/42 D/42 D/44 D/44
Northbound - Left D/44 D/45 D/51 D/52
Through/right C/29 B/20 C/23 C/23
Southbound– Through/right B/19 C/22 C/35 C/24
Overall C/34 C/33 D/38 D/35
Notes:
- Beattie Place is east-west. Church is north-south.
__________________________________________________________________________________________
41
Haynie Street/Howe Street - As shown in Table 21, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street will go to F with delay
beyond what would be considered acceptable. As Mitigation 1, addition of a southbound left turn lane and
westbound right turn lane (frontages are currently vacant) were considered, but the delay for the southbound
left will still be high. Given the shift in primary movements at this intersection, realignment with
Haynie/Howe as the through movement was considered as Mitigation 2. This realignment shifts the higher
traffic volumes away from the existing single-family homes to the west but requires more right of way. As shown
in Table 22, operation of the intersection includes only one LOS E, and that delay is close to LOS D.
Table 21
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION
HAYNIE STREET/HOWE STREET

Movement
Existing Mit 1
WBR
+ SBL
Morning Peak Hour
Eastbound – Left A/8 A/8 A/9 A/8
Southbound-Left/thru/right B/10 B/10 D/26 -
Left - - - C/24
Right - - - A/10
Afternoon Peak Hour
Eastbound – Left A/8 A/8 A/8 A/8
Southbound-Left/thru/right B/11 B/11 F/227 -
Left - - - F/169
Right - - - A/10
Notes:
- Haynie is east-west. Howe is north-south.
Table 22
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
HAYNIE STREET/REALIGNED HOWE STREET – MITIGATION 2
Movement Level of Service/Delay (seconds/vehicle)

Westbound – Left A/8 A/10

Northbound – Left/right D/27 E/38
Notes:
- Haynie/Howe realigned is east-west. Haynie is north-south.
__________________________________________________________________________________________
42
Church Street/County Garage - As shown in Table 23, this intersection can operate acceptably as right
in/right out with 2026 build volumes.
Table 23
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
CHURCH STREET/COUNTY GARAGE

Eastbound – Right C/18 D/27

Notes:
- County Garage is east-west. Church is north-south.
__________________________________________________________________________________________
43
University Ridge/Claussen/Garage (Internal Intersection) – This intersection will be located about 650 feet from
Church. These lanes were initially assumed.
- Eastbound – left/through/right
- Westbound – left, through, right
- Northbound – left/through, right
- Southbound – left, through/right
As shown in Table 24, the delay southbound (exiting County garage and other uses) will be high. Therefore, a
signal that will be coordinated with Church was considered. The delay for vehicles leaving the County Garage
and other uses to the north will be high with the lanes above. Dual lefts southbound will decrease the delay.
Therefore, these are the lanes (with storage lengths from Table 25) recommended at this intersection:
- Eastbound – left/through/right
- Westbound – left (150-200 feet), through, right (200 feet)
- Northbound – left/through, right (250 feet)
- Southbound – dual lefts (full block storage), through/right
Table 24
CAPACITY ANALYSES RESULTS – UNSIGNALIZED AND SIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
UNIVERSITY RIDGE/CLAUSSEN AVENUE/COUNTY GARAGE

Unsig Signalized Unsig Signalized
SB One Left SB Dual SB One Left SB Dual
Left Left
Eastbound – Left A/8 - - A/8 - -

Left/through/right - D/47 D/53 - D/43 D/39
Westbound - Left A/8 D/38 E/68 A/9 E/79 F/89
Through - C/33 E/58 - B/13 D/40
Right - D/52 D/48 - B/16 B/15
Northbound – Left/through F/95 B/12 C/24 A/0 B/11 E/60
Right B/10 B/11 C/23 C/16 B/12 F/116
Southbound - Left F/1517 B/17 E/58 F/11,644 F/488 E/71
Through/right B/12 A/10 A/8 F/882 B/13 C/28
Overall - C/27 D/38 - F/156 E/57
Notes:
- University Ridge is east-west. Claussen Garage is north-south.
__________________________________________________________________________________________
44
Turn Lane Storage
While the LOS at an intersection can describe the basic operation of traffic, other factors influence that operation.
For instance, if turn queues extend past their storage, they can interrupt traffic flow. SIMTRAFFIC was run for
existing, 2026 no build, and 2026 build volumes, and the printouts are included in Appendix D. The turns at the
study intersections shown in Table 25 either have no build queues which will exceed storage with little change
with build volumes, drop to two-way left turn lanes, or are less than/within two car lengths of available storage
with these exceptions:
- Eastbound left on University Ridge at Church – 300-350 feet
- Eastbound right on University Ridge at Church – Provide 300 feet.
- Eastbound left on Haynie at Church – Provide 200-250 feet.
- Northbound left on Church at Haynie – Increase from 150 feet to 250 feet
- Westbound right on Howe extension at Augusta across from Field – Provide 250 feet.
- Southbound left Augusta at Howe extension across from Field – Provide 200 feet.
- Westbound right Harris at Augusta – Provide 150 feet.
- Westbound right on Haynie at Howe – Provide 100 feet.
- Southbound left on Howe at Haynie – Provide 550 feet.
- Westbound left on Howe to Howe – Provide 100 feet.
- Westbound left on University Ridge at Claussen – Provide 150-200 feet.
- Westbound right on University Ridge at Claussen – Provide 200 feet.
- Northbound right on Claussen at University Ridge – Provide 250 feet.
- Southbound left on Garage at University Ridge – Provide full block.
One issue that requires addressing in this report is the potential for westbound through movements on University
Ridge at the internal intersection to back up to Church. With a signal and a single left out of the garage, the
westbound queue is estimated to be 556 which is most of the distance between the intersections with the internal
intersection located 650 feet apart. With dual lefts out of the garage, the westbound through queue is estimated
to be 453 feet. Therefore, the dual lefts out of the garage should be provided.
It must be noted that in traffic impact studies for developments with specific site plans including specific uses and
sizes and with a shorter time between existing and build plus one years, Sprague & Sprague defines “OK” and
“little change” in queues as 25 feet or less. Given the master planning level of the site plan in this study and the
several-year build out period, 50 feet was used in this study.
__________________________________________________________________________________________
45
Table 25
QUEUE AND STORAGE LENGTHS IN FEET
University Ridge Traffic Impact Study- Greenville, South Carolina
Intersection Turn SimTraffic 95th Percentile Queue Existing Comments

Morning Peak Hour Afternoon Peak Hour Storage
Exist No Bld Build Exist No Bld Build
Main/ EB Left 61 59 62/60 64 66 63/61 30 (1)
River/Augusta WB Left 69 68 68/70 88 80 89/92 50 (1)
NB Right 139 84 144/175 202 209 271/207 140 (2)
SB Right 131 143 136/128 125 126 145/123 90 (2)
Augusta/University WB Right 54 52 53/50 61 81 116/98 75 (1)
Augusta/Vardry EB Left 118 124 186/174 61 63 122/138 110 (2)
NB Left 156 163 192/201 143 155 196/197 200 OK
Augusta/Dunbar NB Left 194 194 194/241 151 189 244/236 210 OK
Church/Mills/ EB Left 38 55 38/77 50 103 147/273 160 (4)
Augusta WB Left 93 138 281/354 133 196 332/328 190 (4)
NB Left 282 272 262/257 282 289 299/259 175 (2)
SB Left 181 158 215/255 141 526 211/334 325 OK
Church/Beattie NB Left 327 333 312/159 211 243 196/112 300 (2)
Church/E North EB Left 232 338 348/548 242 331 442/301 440 (5)
NB Right 212 216 221/223 227 225 238/229 140 (2)
SB Left 44 47 40/- 115 122 132/- 300 OK
Church/ EB Left 184 97 221/177 202 226 225/260 250 OK
Washington EB Right 38 42 52/51 104 78 121/147 250 OK
WB Left 275 290 254/251 272 294 282/302 200 (2)
WB Right 55 475 512/523 227 307 505/452 325 (2)
NB Right 67 85 70/88 82 71 229/452 530 OK
SB Left 69 70 56/76 72 82 71/112 130 OK
Church/ EB Left 85 99 193/239 246 243 207/334 200 (6) 300-350
University Ridge EB Right 36 36 15/18 116 927 142/193 750 Provide 300
WB Left 60 68 72/144 95 82 82/23 190 OK
NB Left 203 185 181/77 159 194 215/290 250 OK
SB Left 127 155 119/121 194 186 191/166 150 (2)
SB Right 173 228 267/197 329 390 343/333 250 (2)
Church/Haynie/ EB Left 52 52 78/143 48 48 95/269 50 Provide 200-250
Pearl WB Left 65 71 74/107 90 83 68/115 90 OK
NB Left 35 14 192/150 41 56 196/227 150 Provide 250
SB Left 44 61 54/71 115 101 99/81 150 OK
Augusta/Field WB Right - - -/-/129 - - -/-/206 Potential Provide 250
NB Left 75 76 75/50/96 66 62 72/66/101 100 OK
SB Left - - -/-/151 - -/-/143 Potential Provide 200
Augusta/Bradshaw SB Left 43 61 82/97 44 47 81/99 100 OK
Augusta/Harris SB Left 69 78 75/88 61 70 33/88 75 OK
WB Right - - -/110 - - -/146 Potential Provide 150
Augusta/Claussen SB Left 27 33 58/67 17 16 58/68 240 OK
Augusta/Thruston NB Left 40 40 35/25 28 26 24/39 150 OK
SB Left 12 18 63/64 14 11 46/52 120 OK
Augusta/Haynie SB Left 65 69 101/121 58 61 74/100 120 OK
Haynie/Howe WB Right - - -/24 - - -/47 New Provide 100
SB Left - - -/153 - - -/541 New Provide 550
Haynie/Howe Realign WB Left - - -/-/57 - - -/-/101 Potential Provide 100
Internal Intersection WB Left - - 42/71/144 - - 86/191/179 Provide 150-200
WB Right - - 35/79/161 - - 22/322/136 Provide 200
NB Right - - 319/84/214 - - 283/117/265 Provide 250
SB Left - - 193/130/125 - - 528/526/529 Provide full block
__________________________________________________________________________________________
46
Notes for Table 26:
(1) OK = queue is less than storage or within two vehicles (50 feet)
(2) No build queue will exceed storage with little change with build volumes
(3) xxx/xxx/xxx = without mitigation/with Mitigation 1/with Mitigation 2
(4) Drops to two-way left turn lane
(5) Eliminating the southbound left resulted in a longer queue eastbound in SimTraffic.
(6) All SimTraffic runs were conducted with the existing 200 feet of storage. Because in conditions such as this the estimated
queue is influenced by existing storage, SimTraffic was run with 300 feet of storage, and the estimated queue is 334.
Therefore, 300-350 feet of storage for each of the two left turn lanes should be provided.
Mitigation Measures Where Lane Additions are Impractical
At several intersections in the study area, mitigation is required, but lane additions are impractical. In those
cases, the only mitigation which is reasonable is mitigation which reduces external trips produced by the
University Ridge development. The reason that the potential for reducing site trips is a reasonable mitigation tool
is that the site is currently held by one owner and sales agreements can incorporate external trip reduction. In
addition, the County will still be a primary employer and can adopt measures to reduce external trips. These
measures include:
- Incentives for carpooling with guaranteed rides home (should one person in a carpool have to leave
early) using ride sharing services such as Uber and Lyft at employer’s expense
- Flexible work hours
- Incentives to live on site and walk to work such as a monthly stipend to account for an employee
walking to work
- Incentives to increase internal trips such as coupons for breakfast or dinner at on site restaurants or
coupons for retail on site. For instance, if one of the retail elements on site is a fitness club, reduced
price memberships could be offered to those who work on site.
Conclusions and Recommendations
• Main Street/River Street/Augusta Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of new site trips, the intersection will
go to LOS E/F. The Synchro from the City indicates that this intersection operates pretimed. If it is
changed to actuated operation (with ped recall so that all peds are served every cycle) as
mitigation, the intersection can operate acceptably with 2026 build volumes.
• Augusta Street/University Street/Driveway - The westbound left/through movement already operates

at LOS E, but this volume is low. With the addition of new site trips the westbound left goes to LOS
F. Although the delays are reasonable for a side street at an unsignalized intersection during a peak
hour, mitigation of right turn only from westbound University will eliminate LOS F at this
intersection.
• Augusta Street/Field Street - This intersection operates acceptably overall and can continue to do so
with 2026 no build and build volumes. To address delay at Bradshaw, Mitigation 1 considered
moving the signal at Field to Bradshaw. The Field intersection can operate acceptably without a
signal. Mitigation 2 considered a Howe Street extension to intersect Augusta at Field. The
new four-way intersection could operate acceptably as a four-way intersection with build volumes. If
the extension is pursued the required new storage is 250 feet for the westbound right and 200 feet
for the southbound left.
__________________________________________________________________________________________
47
• Augusta Street/Bradshaw Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street
goes to LOS F in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, two mitigations were considered. First,
moving the signal at Field to Bradshaw was considered as Mitigation 1. A maximum
side street time of 24 seconds was used because that is the time required to fill the space
between Vardry and Bradshaw. In the afternoon peak hour, double cycles were assumed.
As shown in Table 7, the intersection can operate acceptably as a signalized intersection
with 2026 build volumes. An extension of Howe Street to intersect Augusta across
from Field was considered as Mitigation 2. Please see Table 6 (Augusta/Field) to see
that the new four-leg intersection can operate acceptably with build volumes.
• Augusta Street/Vardry Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build volumes. In order to accommodate the
signalization of Bradshaw in Mitigation 1, a maximum time of 24 seconds was used at
Vardry because that is the amount of time for vehicles to fill the distance between Vardry
and Bradshaw. Using that side street time, the overall LOS will go to D in the morning, but
the increase in overall delay per vehicle is one second.
• Augusta Street/Harris Street - This intersection currently operates acceptably and can
goes to LOS E in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, a right turn lane of 150 feet on Harris was
considered as Mitigation 1 because the corner parcel is underutilized. Provision of that
right turn lane will eliminate LOS E at the intersection with 2026 build volumes.
• Augusta Street/Claussen Avenue - This intersection currently operates acceptably and can
goes to LOS E in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, mitigation of signalization was
considered. The intersection can operate acceptably overall under signal control with
2026 build volumes.
• Augusta Street/Thruston Avenue/Driveway - This intersection currently operates with LOS

D and E on the side streets. With 2026 no build volumes the LOS for westbound in the
afternoon will go to F, but the delay is still reasonable for a side street during a peak hour.
With the addition of site traffic both side streets will operate at LOS F in the afternoon, and
the delay for westbound will be higher than could be considered reasonable. As discussed
previously, Mitigation 1 includes signalization of Claussen. The left turn site trips
originally assigned to Thruston were moved to Claussen. With that change, operation
is similar to that with no build volumes.
• Augusta Street/Dunbar Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is
signalized (Mitigation 1), Synchro indicates that delay at Dunbar will change to LOS D in
the morning.
__________________________________________________________________________________________
48
• Augusta Street/Haynie Street/Augusta Walk Way - This intersection currently operates

acceptably and can continue to do so with 2026 no build volumes. With the addition of site
trips, the side goes to LOS E in the afternoon. Because the delay is reasonable for a side
street at an unsignalized intersection during a peak hour and because the retail trips are
likely overstated, no mitigation is recommended at this intersection.
• Church Street/Mills Avenue/Augusta Street - This intersection currently operates at LOS D

overall, and with 2026 no build volumes, the overall LOS will be E. With the addition of
new site trips, the overall LOS will go to F. For mitigation, eastbound and westbound right
turn lanes on Augusta were considered given the volumes of those right turns, but the
eastbound right would take parking away from an existing commercial parcel and could
require purchase of the entire parcel. On the westbound approach the corner house is set
off the road, but after that the houses are close to the road, there is an existing retaining
wall, and there is at least one significant tree on the frontage. Therefore, addition of right
turn lanes is not practical. Running this intersection coordinated with Pearl/Haynie
and with a longer cycle length was considered as Mitigation 1. That operation will
provide a LOS equivalent to no build in the afternoon. There will still be a difference in the
morning between the LOS E with no build and LOS F with build, but the delay with this
change in operation will be less with build volumes than with existing operations.
• Church Street/Haynie Street/Pearl Avenue - This intersection currently operates acceptably

and can continue to do so with 2026 no build volumes. With 2026 build volumes, the
intersection can still operate at LOS D in the afternoon, but with existing signal operations,
the northbound left will operate with high delay. This operation indicates a left turn phase
will be needed. As mitigation, that phase was added, the cycle length matched to the
cycle length at University Ridge, and the intersection was modelled as coordinated.
In addition, to give more capacity for eastbound to northbound lefts out of the site,
dual lefts were tried as mitigation for University Ridge/Church. The intersection will
still operate acceptably overall with this mitigation and 2026 build volumes. New required
storage is 200-250 feet for the eastbound dual left and an increase from 150 to 250 feet for
the northbound left.
• Church Street/University Ridge - This intersection currently operates acceptably in the

morning and at LOS D overall in the afternoon peak hour. This operation can continue with
2026 no build volumes. With 2026 build volumes, the afternoon peak hour LOS will go to
E. The right turns which do not already have right turn lanes have low volumes.
Therefore, the mitigation considered for this intersection is to add more capacity for
the eastbound to northbound left at Haynie/Church. This intersection can operate at
the no build LOS with that mitigation. New required storage is 300 feet for eastbound right
and 300-350 feet each for the eastbound lefts.
• University Ridge/Cleveland Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build or build volumes. No mitigation is recommended at
this intersection.
__________________________________________________________________________________________
49
• Church Street/Washington Street - This intersection currently operates acceptably overall

and can continue to do so with 2026 no build volumes. With the addition of new site trips,
the afternoon peak hour will go to LOS D. Although SCDOT requires that mitigation be
considered if LOS C is not maintained, the City accepts LOS D. Mitigation was considered
at this intersection. However, right turn lanes already exist on all approaches. Because
the intersection can operate at LOS D overall with 2026 build volumes, no mitigation
is recommended at this intersection.
• Church Street/East North Street - This intersection currently operates at LOS D during the
morning peak hour. With 2026 volumes, the LOS will go to E. With the addition of site
trips, the LOS will be F. The only allowable right which does not have an exclusive lane is
eastbound, and the building at that location is located immediately behind the sidewalk.
Because the southbound lefts are low, mitigation of prohibiting that left was
considered as Mitigation 1. That change will reduce delay but will not change the LOS.
The left turn prohibition does allow a helpful change at Beattie. The left turn prohibition
should be adopted as a last resort because it will affect access to one or two properties
that face East North between Manly and Williams.
• Church Street/Beattie Place - This intersection currently operates at LOS D during the
morning peak hour and will continue to do so with 2026 no build volumes. With the
addition of new site trips, the morning peak hour LOS will go to E. Given the proximity of
buildings and retaining walls, there are no practical lane additions at this intersection. With
Mitigation 1 at East North, the northbound left on Church at Beattie can be
converted to a dual left. The intersection can operate at LOS D overall during both peak
hours with northbound dual lefts and 2026 build volumes.
• Haynie Street/Howe Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of new site trips, the side
street will go to F with delay beyond what would be considered acceptable. As Mitigation
1, addition of a southbound left turn lane (550 feet) and westbound right turn lane
(100 feet) (frontages are currently vacant) were considered, but the delay for the
southbound left will still be high. Given the shift in primary movements at this
intersection, realignment with Howe/Haynie as the through movement (westbound
left turn lane of 100 feet at Haynie) was considered as Mitigation 2. This realignment
shifts the higher traffic volumes away from the existing single-family homes to the west but
requires more right of way. As shown in Table 22, operation of the intersection includes
only one LOS E, and that delay is close to LOS D.
• Church Street/County Garage - This intersection can operate acceptably as right in/right
out with 2026 build volumes.
__________________________________________________________________________________________
50
- Internal Intersection - This intersection will be located about 650 feet from Church. These
lanes are recommended:
• Eastbound – left/through/right
• Westbound – left (150-200 feet), through, right (200 feet)
• Northbound – left/through, right (250 feet)
• Southbound – dual lefts (full block storage), through/right
With a signal and a single left out of the garage, the westbound queue on University Ridge
is estimated to be 556 which is most of the distance between this intersection and Church.
With dual lefts out of the garage, the westbound through queue is estimated to be 453 feet.
Therefore, the dual lefts out of the garage should be provided.
• Mitigation Measures Where Lane Additions are Impractical - At several intersections in the
study area, mitigation is required, but lane additions are impractical. In those cases, the
only mitigation which is reasonable is mitigation which either uses recently available tools
to optimize signal operations or reduces external trips produced by the University Ridge
development. The reason that the potential for reducing site trips is a reasonable
mitigation tool is that the site is currently held by one owner and sales agreements can
incorporate external trip reduction. In addition, the County will still be a primary employer
and can adopt measures to reduce external trips. Measures to reduce site traffic should be
employed such as
• Incentives for carpooling with guaranteed rides home (should one person in a carpool
have to leave early) using ride sharing services such as Uber and Lyft at employer’s
expense
• Flexible work hours
• Incentives to live on site and walk to work such as a monthly stipend to account for an
employee walking to work
• Incentives to increase internal trips such as coupons for breakfast or dinner at on site
restaurants or coupons for retail on site. For instance, if one of the retail elements on
site is a fitness club, reduced price memberships could be offered to those who work
on site.
__________________________________________________________________________________________
Appendix A
MASTER PLAN
SITE LOCATION AERIAL
(Source for aerial: Greenville County GIS)
__________________________________________________________________________________________
Greenville County, SC
SITE
Disclaimer: This Map is not a LAND SURVEY and is for reference purposes only. Data contained in
this map are prepared for the inventory of Real Property found within this jurisdiction, and are Map Scale
compilied from recorded deeds, plats, and other public records. Users of this map are hereby notified
aforementioned public primary information sources should be consulted for verification of the
1 inch = 400 feet
information contained in this map. Greenville County assumes no legal responsibility for the 12/5/2018
information contained in this map.
Appendix B
EXISTING TRAFFIC COUNTS
__________________________________________________________________________________________
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- S Main St QC JOB #: 14819201
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
481 394 Peak-Hour: 7:45 AM -- 8:45 AM 2.1 2.8
50 431 0
Peak 15-Min: 8:30 AM -- 8:45 AM
6.0 1.6 0.0
108 51 7 128
6.5 2.0 0.0 4.7
83 0.91 56
13.3 7.1
166 32 65 157
7.8 3.1 3.1 7.0
2 336 74
0.0 3.0 0.0
528 412
1.9 2.4
25 1 0 0
1 0
6 6 1 1
0 0
2 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St S Main St S Main St Total Hourly

Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 28 5 0 0 46 3 0 1 8 3 0 6 5 1 0 106
7:15 AM 0 57 9 0 0 52 5 0 3 13 5 0 13 9 1 0 167
7:30 AM 0 65 14 0 0 97 4 0 6 23 7 0 19 5 2 0 242
7:45 AM 1 78 14 0 0 114 5 0 9 18 9 0 17 11 3 0 279 794
8:00 AM 0 73 16 0 0 114 15 0 15 19 9 0 14 16 2 0 293 981
8:15 AM 0 91 16 0 0 100 13 0 16 21 7 0 15 9 1 0 289 1103
8:30 AM 1 94 28 0 0 103 17 0 11 25 7 0 19 20 1 0 326 1187
8:45 AM 0 78 18 0 1 87 7 0 8 24 6 0 13 18 3 0 263 1171
Peak 15-Min Northbound Southbound Eastbound Westbound

Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 4 376 112 0 0 412 68 0 44 100 28 0 76 80 4 0 1304
Heavy Trucks 0 16 0 0 16 12 0 16 4 0 4 0 68
Pedestrians 0 20 0 12 32
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
LOCATION: Augusta St -- S Main St QC JOB #: 14819202
452 521 Peak-Hour: 4:15 PM -- 5:15 PM 2.0 2.3
70 381 1
Peak 15-Min: 5:00 PM -- 5:15 PM
5.7 1.3 0.0
186 44 52 259
2.7 2.3 0.0 0.8
118 0.90 116
2.5 0.9
202 40 91 238
2.5 2.5 1.1 1.3
0 425 119
0.0 2.6 0.0
512 544
1.4 2.0
75 0 1 0
0 0
47 44 2 1
0 0
35 0 1 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St S Main St S Main St Total Hourly

4:00 PM 0 119 26 0 0 64 16 0 14 32 11 0 21 35 9 0 347
4:15 PM 0 111 25 0 0 82 14 0 9 38 12 0 17 26 9 0 343
4:30 PM 0 94 30 0 1 105 15 0 16 32 7 0 23 28 13 0 364
4:45 PM 0 101 34 0 0 89 17 0 10 19 8 0 28 27 13 0 346 1400
5:00 PM 0 119 30 0 0 105 24 0 9 29 13 0 23 35 17 0 404 1457
5:15 PM 0 103 29 0 0 79 16 0 10 23 4 0 25 35 11 0 335 1449
5:30 PM 0 108 41 0 0 83 15 0 11 15 7 0 18 22 8 0 328 1413
5:45 PM 0 86 43 0 0 84 18 0 4 21 11 0 18 34 12 0 331 1398

All Vehicles 0 476 120 0 0 420 96 0 36 116 52 0 92 140 68 0 1616
Heavy Trucks 0 4 0 0 8 12 0 0 0 0 0 0 24
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- University St QC JOB #: 14819203
523 417 Peak-Hour: 7:45 AM -- 8:45 AM 2.1 2.4
10 397 116
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.8 0.0
19 1 31 37
0.0 0.0 6.5 10.8
0 0.93 1
0.0 0.0
3 2 5 163
0.0 0.0 40.0 1.8
8 384 48
0.0 2.1 6.3
404 440
3.2 2.5
4 0 2 0
0 0
2 8 0 1
0 1
2 0 1 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St University St University St Total Hourly

7:00 AM 0 37 4 0 6 52 0 0 0 0 0 0 0 0 0 0 99
7:15 AM 0 62 4 0 6 65 0 1 0 0 0 0 1 0 2 0 141
7:30 AM 0 82 10 0 9 107 1 0 0 0 0 0 0 0 4 0 213
7:45 AM 1 82 14 0 18 120 2 0 0 0 0 0 1 1 7 0 246 699
8:00 AM 0 83 10 0 27 107 2 0 0 0 0 0 1 0 7 0 237 837
8:15 AM 2 103 12 0 43 72 4 0 0 0 2 0 2 0 10 0 250 946
8:30 AM 5 116 12 0 27 98 2 1 1 0 0 0 1 0 7 0 270 1003
8:45 AM 4 87 10 0 21 84 0 0 1 0 0 0 2 0 6 0 215 972

All Vehicles 20 464 48 0 108 392 8 4 4 0 0 0 4 0 28 0 1080
Heavy Trucks 0 8 4 0 20 0 0 0 0 0 0 0 32
Bicycles 0 0 0 0 0 0 0 0 0 0 1 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- University St QC JOB #: 14819204
509 542 Peak-Hour: 4:15 PM -- 5:15 PM 1.6 2.4
1 422 86
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 1.7 1.2
2 3 120 146
0.0 0.0 3.3 3.4
2 0.95 0
0.0 0.0
13 8 26 129
0.0 0.0 3.8 4.7
1 419 41
0.0 2.1 12.2
456 461
1.8 3.0
5 0 1 0
0 2
20 42 0 0
0 0
18 0 2 1
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St University St University St Total Hourly

4:00 PM 1 108 8 0 14 78 0 0 0 0 4 0 8 0 31 1 253
4:15 PM 0 114 13 0 20 92 0 0 1 1 1 0 8 0 25 0 275
4:30 PM 0 95 9 0 23 113 1 0 1 0 2 0 6 0 26 0 276
4:45 PM 1 108 9 0 26 99 0 0 0 0 3 0 8 0 28 0 282 1086
5:00 PM 0 102 10 0 17 118 0 0 1 1 2 0 4 0 41 0 296 1129
5:15 PM 0 113 11 0 12 101 0 0 0 0 0 0 2 0 19 0 258 1112
5:30 PM 0 124 11 0 11 101 0 0 0 0 1 0 3 0 22 0 273 1109
5:45 PM 1 119 13 0 21 89 0 0 0 0 2 0 6 0 24 0 275 1102

All Vehicles 0 408 40 0 68 472 0 0 4 4 8 0 16 0 164 0 1184
Heavy Trucks 0 0 4 0 8 0 0 0 0 4 0 4 20
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Field St QC JOB #: 14819205
402 444 Peak-Hour: 7:45 AM -- 8:45 AM 1.7 2.9
19 382 1
Peak 15-Min: 8:30 AM -- 8:45 AM
5.3 1.6 0.0
95 17 0 0
5.3 0.0 0.0 0.0
0 0.88 0
0.0 0.0
64 47 0 1
0.0 0.0 0.0 0.0
76 427 0
5.3 3.0 0.0
429 503
1.4 3.4
0 1 2 0
0 0
2 3 0 0
0 0
0 0 1 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Field St Field St Total Hourly

7:00 AM 2 39 0 0 0 49 1 0 1 0 5 0 0 0 0 0 97
7:15 AM 12 67 0 0 0 65 2 0 3 0 10 0 0 0 0 0 159
7:30 AM 15 83 0 0 0 100 0 0 5 0 7 0 0 0 0 0 210
7:45 AM 19 96 0 0 0 107 5 0 4 0 6 0 0 0 0 0 237 703
8:00 AM 18 91 0 0 0 108 4 0 3 0 13 0 0 0 0 0 237 843
8:15 AM 15 104 0 0 0 74 4 0 7 0 16 0 0 0 0 0 220 904
8:30 AM 24 136 0 0 1 93 6 0 3 0 12 0 0 0 0 0 275 969
8:45 AM 9 102 0 0 0 78 2 0 1 0 5 0 0 0 0 0 197 929

All Vehicles 96 544 0 0 4 372 24 0 12 0 48 0 0 0 0 0 1100
Heavy Trucks 4 24 0 0 8 0 0 0 0 0 0 0 36
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Field St QC JOB #: 14819206
468 461 Peak-Hour: 4:30 PM -- 5:30 PM 3.0 3.0
22 443 3
Peak 15-Min: 5:00 PM -- 5:15 PM
13.6 2.5 0.0
135 12 0 1
2.2 25.0 0.0 0.0
0 0.98 0
0.0 0.0
27 15 1 3
11.1 0.0 0.0 0.0
114 449 0
0.0 2.4 0.0
460 563
2.4 2.0
2 0 1 0
1 0
6 5 0 0
0 0
0 1 2 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Field St Field St Total Hourly

4:00 PM 27 115 1 0 0 84 6 0 1 0 9 0 0 0 0 0 243
4:15 PM 15 108 0 0 1 90 8 0 3 0 3 0 0 0 0 0 228
4:30 PM 23 112 0 1 1 117 7 0 4 0 3 0 0 0 0 0 268
4:45 PM 23 117 0 0 0 116 3 0 2 0 4 0 0 0 0 0 265 1004
5:00 PM 34 116 0 0 0 104 9 0 4 0 3 0 0 0 0 0 270 1031
5:15 PM 33 104 0 0 2 106 3 0 2 0 5 0 1 0 0 0 256 1059
5:30 PM 15 125 0 0 0 94 5 0 4 0 4 0 0 0 0 0 247 1038
5:45 PM 11 129 2 0 0 94 4 0 3 0 1 0 0 0 0 0 244 1017

All Vehicles 136 464 0 0 0 416 36 0 16 0 12 0 0 0 0 0 1080
Heavy Trucks 0 4 0 0 8 4 8 0 0 0 0 0 24
Bicycles 1 0 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Bradshaw St QC JOB #: 14819207
433 501 Peak-Hour: 7:45 AM -- 8:45 AM 2.1 3.0
0 385 48
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.1 2.1
0 0 52 82
0.0 0.0 0.0 1.2
0 0.88 0
0.0 0.0
0 0 30 110
0.0 0.0 3.3 2.7
0 449 62
0.0 3.3 3.2
415 511
2.2 3.3
0 0 1 0
0 0
1 4 0 0
0 0
0 0 1 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Bradshaw St Bradshaw St Total Hourly

7:00 AM 0 37 2 0 2 52 0 0 0 0 0 0 0 0 4 0 97
7:15 AM 0 74 6 0 5 66 0 0 0 0 0 0 1 0 6 0 158
7:30 AM 0 89 4 0 6 104 0 0 0 0 0 0 2 0 10 0 215
7:45 AM 0 101 10 0 4 108 0 0 0 0 0 0 6 0 13 0 242 712
8:00 AM 0 94 14 0 10 112 0 0 0 0 0 0 7 0 15 0 252 867
8:15 AM 0 107 20 0 18 75 0 0 0 0 0 0 11 0 11 0 242 951
8:30 AM 0 147 18 0 16 90 0 0 0 0 0 0 6 0 13 0 290 1026
8:45 AM 0 99 4 0 5 76 0 0 0 0 0 0 3 0 8 0 195 979

All Vehicles 0 588 72 0 64 360 0 0 0 0 0 0 24 0 52 0 1160
Heavy Trucks 0 24 4 4 8 0 0 0 0 0 0 0 40
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Bradshaw St QC JOB #: 14819208
456 561 Peak-Hour: 4:30 PM -- 5:30 PM 2.4 2.1
0 424 32
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 2.4 3.1
0 0 127 168
0.0 0.0 0.8 0.6
0 0.95 0
0.0 0.0
0 0 41 49
0.0 0.0 0.0 2.0
0 434 17
0.0 2.5 0.0
465 451
2.2 2.4
0 0 1 0
0 0
7 3 0 0
0 0
0 0 3 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Bradshaw St Bradshaw St Total Hourly

4:00 PM 0 111 15 0 13 90 0 0 0 0 0 0 13 0 27 0 269
4:15 PM 0 107 12 0 7 84 0 0 0 0 0 0 9 0 17 0 236
4:30 PM 0 106 3 0 12 110 0 0 0 0 0 0 9 0 28 0 268
4:45 PM 0 109 2 0 6 109 0 0 0 0 0 0 10 0 32 0 268 1041
5:00 PM 0 108 9 0 8 104 0 0 0 0 0 0 13 0 42 0 284 1056
5:15 PM 0 111 3 0 6 101 0 0 0 0 0 0 9 0 25 0 255 1075
5:30 PM 0 115 4 0 1 101 0 0 0 0 0 0 8 0 27 0 256 1063
5:45 PM 0 124 5 0 3 89 0 0 0 0 0 0 7 0 15 0 243 1038

All Vehicles 0 432 36 0 32 416 0 0 0 0 0 0 52 0 168 0 1136
Heavy Trucks 0 4 0 0 8 0 0 0 0 0 0 0 12
Bicycles 0 1 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Vardry St QC JOB #: 14819209
417 510 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 3.3
50 365 2
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.2 0.0
319 107 9 10
0.9 0.9 0.0 0.0
0 0.94 1
0.0 0.0
487 380 0 2
0.2 0.0 0.0 0.0
268 394 0
1.1 4.1 0.0
745 662
1.1 2.9
0 0 2 0
0 0
3 10 0 0
0 0
107 0 1 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Vardry St Vardry St Total Hourly

7:00 AM 25 41 0 0 0 52 0 0 1 0 33 0 0 0 0 0 152
7:15 AM 32 74 0 0 0 69 0 0 4 0 54 0 0 0 0 0 233
7:30 AM 45 84 0 0 0 97 8 0 9 0 75 0 0 0 0 0 318
7:45 AM 69 97 0 0 0 104 9 0 13 0 109 0 0 0 0 0 401 1104
8:00 AM 66 86 0 0 0 110 12 0 19 0 90 0 0 0 3 0 386 1338
8:15 AM 63 99 0 0 2 62 18 0 27 0 96 0 0 1 3 0 371 1476
8:30 AM 70 112 0 0 0 89 11 0 48 0 85 0 0 0 3 0 418 1576
8:45 AM 53 96 0 0 0 74 1 0 10 0 57 0 0 0 1 0 292 1467

All Vehicles 280 448 0 0 0 356 44 0 192 0 340 0 0 0 12 0 1672
Heavy Trucks 4 32 0 0 8 0 0 0 0 0 0 0 44
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Vardry St QC JOB #: 14819210
458 465 Peak-Hour: 4:45 PM -- 5:45 PM 1.7 1.5
36 419 3
Peak 15-Min: 4:45 PM -- 5:00 PM
2.8 1.7 0.0
322 33 5 5
0.3 6.1 0.0 0.0
0 0.98 0
0.0 0.0
316 283 0 6
2.5 2.1 0.0 0.0
286 427 3
0.0 1.2 0.0
702 716
1.9 0.7
2 0 1 0
0 0
6 9 0 0
0 0
9 0 4 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Vardry St Vardry St Total Hourly

4:00 PM 82 101 0 0 0 94 8 0 23 0 84 0 1 0 0 0 393
4:15 PM 66 112 0 0 1 82 9 0 9 0 73 0 0 0 1 0 353
4:30 PM 69 95 1 0 0 112 5 0 10 1 65 0 0 0 1 0 359
4:45 PM 81 113 0 0 0 112 9 0 3 0 64 0 0 0 0 0 382 1487
5:00 PM 74 98 1 0 1 106 11 0 12 0 76 0 0 0 2 0 381 1475
5:15 PM 64 109 0 0 2 98 8 0 6 0 74 0 0 0 2 0 363 1485
5:30 PM 67 107 2 0 0 103 8 0 12 0 69 0 0 0 1 0 369 1495
5:45 PM 72 125 0 0 2 83 6 0 7 0 58 0 0 0 0 0 353 1466

All Vehicles 324 452 0 0 0 448 36 0 12 0 256 0 0 0 0 0 1528
Heavy Trucks 0 12 0 0 12 0 4 0 16 0 0 0 44
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Harris St QC JOB #: 14819211
743 659 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 3.2
0 588 155
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 2.4 0.0
0 0 72 120
0.0 0.0 2.8 1.7
0 0.93 0
0.0 0.0
0 0 48 329
0.0 0.0 0.0 0.0
0 587 173
0.0 3.2 0.0
635 760
2.2 2.5
0 0 2 0
0 0
0 7 0 0
0 0
0 0 1 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Harris St Harris St Total Hourly

7:00 AM 0 61 14 0 9 76 0 0 0 0 0 0 9 0 4 0 173
7:15 AM 0 100 24 0 18 103 0 0 0 0 0 0 13 0 7 0 265
7:30 AM 0 122 40 0 28 143 0 0 0 0 0 0 10 0 11 0 354
7:45 AM 0 151 43 0 43 169 0 0 0 0 0 0 14 0 16 0 436 1228
8:00 AM 0 137 46 0 38 158 0 0 0 0 0 0 9 0 17 1 406 1461
8:15 AM 0 139 46 0 35 127 0 0 0 0 0 0 14 0 17 0 378 1574
8:30 AM 0 160 38 0 39 134 0 0 0 0 0 0 10 0 22 0 403 1623
8:45 AM 0 130 31 0 22 107 0 0 0 0 0 0 11 0 19 0 320 1507

All Vehicles 0 604 172 0 172 676 0 0 0 0 0 0 56 0 64 0 1744
Heavy Trucks 0 16 0 0 4 0 0 0 0 0 0 0 20
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Harris St QC JOB #: 14819212
711 708 Peak-Hour: 4:30 PM -- 5:30 PM 1.7 1.8
0 602 109
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 1.8 0.9
0 0 132 200
0.0 0.0 0.8 0.5
0 0.96 0
0.0 0.0
0 0 68 241
0.0 0.0 0.0 1.2
0 576 132
0.0 2.1 1.5
670 708
1.6 2.0
0 0 0 0
0 1
0 2 0 0
0 0
0 0 3 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Harris St Harris St Total Hourly

4:00 PM 0 148 51 0 45 143 0 0 0 0 0 0 14 0 35 0 436
4:15 PM 0 147 29 0 31 116 0 0 0 0 0 0 14 0 30 0 367
4:30 PM 0 131 33 0 38 140 0 0 0 0 0 0 13 0 38 0 393
4:45 PM 0 149 35 0 19 160 0 0 0 0 0 0 16 0 41 0 420 1616
5:00 PM 0 141 35 0 24 155 0 0 0 0 0 0 19 0 34 0 408 1588
5:15 PM 0 155 29 0 28 147 0 0 0 0 0 0 20 0 19 0 398 1619
5:30 PM 0 153 20 0 16 156 0 0 0 0 0 0 19 0 24 0 388 1614
5:45 PM 0 173 21 0 23 121 0 0 0 0 0 0 14 0 24 0 376 1570

All Vehicles 0 596 140 0 76 640 0 0 0 0 0 0 64 0 164 0 1680
Heavy Trucks 0 12 0 4 24 0 0 0 0 0 0 0 40
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Claussen Ave QC JOB #: 14819213
629 767 Peak-Hour: 7:45 AM -- 8:45 AM 1.3 2.6
0 619 10
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 1.3 0.0
0 0 8 29
0.0 0.0 0.0 0.0
0 0.95 0
0.0 0.0
0 0 21 13
0.0 0.0 0.0 0.0
0 759 3
0.0 2.6 0.0
640 762
1.3 2.6
0 0 2 0
0 0
1 7 0 0
0 0
0 0 1 1
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Claussen Ave Claussen Ave Total Hourly
7:00 AM 0 75 0 0 0 81 0 0 0 0 0 0 2 0 0 0 158
7:15 AM 0 123 0 0 1 119 0 0 0 0 0 0 0 0 0 0 243
7:30 AM 0 163 0 0 2 148 0 0 0 0 0 0 2 0 1 0 316
7:45 AM 0 193 0 0 2 175 0 0 0 0 0 0 3 0 0 0 373 1090
8:00 AM 0 180 2 0 3 171 0 0 0 0 0 0 6 0 1 0 363 1295
8:15 AM 0 187 0 0 2 139 0 0 0 0 0 0 6 0 7 0 341 1393
8:30 AM 0 199 1 0 3 134 0 0 0 0 0 0 6 0 0 0 343 1420
8:45 AM 0 160 1 0 0 122 0 0 0 0 0 0 2 0 0 0 285 1332

All Vehicles 0 772 0 0 8 700 0 0 0 0 0 0 12 0 0 0 1492
Heavy Trucks 0 16 0 0 4 0 0 0 0 0 0 0 20
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Claussen Ave QC JOB #: 14819214
696 716 Peak-Hour: 4:45 PM -- 5:45 PM 1.4 1.0
0 688 8
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 1.3 12.5
0 0 15 46
0.0 0.0 0.0 0.0
0 0.98 0
0.0 0.0
0 0 31 11
0.0 0.0 0.0 9.1
0 701 3
0.0 1.0 0.0
719 704
1.3 1.0
0 0 2 0
0 0
6 3 0 0
0 0
0 0 4 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Claussen Ave Claussen Ave Total Hourly
4:00 PM 0 195 3 0 0 153 0 0 0 0 0 0 2 0 1 0 354
4:15 PM 0 173 3 0 3 131 0 0 0 0 0 0 1 0 2 0 313
4:30 PM 0 160 3 0 1 145 0 0 0 0 0 0 5 0 4 0 318
4:45 PM 0 179 0 0 3 175 0 0 0 0 0 0 6 0 5 0 368 1353
5:00 PM 0 170 1 0 2 173 0 0 0 0 0 0 12 0 6 0 364 1363
5:15 PM 0 177 2 0 1 172 0 0 0 0 0 0 3 0 3 0 358 1408
5:30 PM 0 175 0 0 2 168 0 0 0 0 0 0 10 0 1 0 356 1446
5:45 PM 0 191 1 0 2 139 0 0 0 0 0 0 3 0 1 0 337 1415

All Vehicles 0 716 0 0 12 700 0 0 0 0 0 0 24 0 20 0 1472
Heavy Trucks 0 8 0 4 20 0 0 0 0 0 0 0 32
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Thurston St QC JOB #: 14819215
641 765 Peak-Hour: 7:45 AM -- 8:45 AM 1.6 2.1
29 609 3
Peak 15-Min: 8:00 AM -- 8:15 AM
0.0 1.6 0.0
53 0 6 19
0.0 0.0 0.0 0.0
0 0.97 0
0.0 0.0
3 3 13 55
0.0 0.0 0.0 3.6
24 759 52
0.0 2.1 3.8
625 835
1.6 2.2
0 1 1 0
0 0
0 2 0 0
0 0
1 0 2 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Thurston St Thurston St Total Hourly

7:00 AM 1 76 2 0 0 86 1 0 0 0 0 0 1 0 1 0 168
7:15 AM 1 123 4 0 0 113 2 0 0 0 0 0 0 0 0 0 243
7:30 AM 3 162 1 0 0 152 1 0 0 0 1 0 2 0 0 0 322
7:45 AM 4 190 4 0 1 175 3 0 0 0 0 0 2 0 1 0 380 1113
8:00 AM 10 184 13 0 1 163 11 0 0 0 0 0 3 0 1 0 386 1331
8:15 AM 5 188 23 0 0 133 8 0 0 0 2 0 1 0 2 0 362 1450
8:30 AM 5 197 12 0 1 138 7 0 0 0 1 0 7 0 2 0 370 1498
8:45 AM 2 156 4 0 1 115 6 0 1 0 0 0 3 0 1 0 289 1407

All Vehicles 40 736 52 0 4 652 44 0 0 0 0 0 12 0 4 0 1544
Heavy Trucks 0 12 4 0 8 0 0 0 0 0 0 0 24
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Thurston St QC JOB #: 14819216
715 704 Peak-Hour: 4:45 PM -- 5:45 PM 2.0 1.1
5 707 3
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 2.0 0.0
13 15 8 30
0.0 0.0 0.0 0.0
3 0.97 0
0.0 0.0
33 15 22 23
3.0 6.7 0.0 4.3
8 681 17
0.0 1.2 5.9
744 706
2.0 1.3
0 0 2 0
0 0
6 1 0 0
0 0
0 0 4 1
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Thurston St Thurston St Total Hourly

4:00 PM 0 199 6 0 0 163 0 0 0 2 1 0 1 0 2 0 374
4:15 PM 1 169 5 0 1 129 0 0 4 0 1 0 5 0 1 0 316
4:30 PM 1 159 6 0 0 145 2 0 2 0 4 0 7 0 2 0 328
4:45 PM 2 177 7 0 0 182 3 0 2 0 5 0 4 0 2 0 384 1402
5:00 PM 4 163 5 0 0 178 0 0 2 1 6 0 8 0 4 0 371 1399
5:15 PM 2 173 2 0 1 173 0 0 6 0 2 0 9 0 2 0 370 1453
5:30 PM 0 168 3 0 2 174 2 0 5 2 2 0 1 0 0 0 359 1484
5:45 PM 1 191 3 0 0 138 2 0 2 0 4 0 5 0 1 0 347 1447

All Vehicles 8 708 28 0 0 728 12 0 8 0 20 0 16 0 8 0 1536
Heavy Trucks 0 8 0 0 24 0 0 0 4 0 0 0 36
Bicycles 0 1 1 0 0 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Dunbar St QC JOB #: 14819217
637 834 Peak-Hour: 7:45 AM -- 8:45 AM 1.4 2.5
93 544 0
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 1.7 0.0
435 205 0 0
3.0 2.9 0.0 0.0
0 0.96 0
0.0 0.0
394 189 0 0
3.8 4.8 0.0 0.0
342 629 0
3.8 2.4 0.0
733 971
2.5 2.9
0 0 1 0
0 0
0 5 0 0
0 0
0 0 2 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Dunbar St Dunbar St Total Hourly

7:00 AM 34 62 0 0 0 68 16 0 14 0 29 0 0 0 0 0 223
7:15 AM 46 97 0 0 0 99 11 0 31 0 20 0 0 0 0 0 304
7:30 AM 49 114 0 0 0 129 19 0 44 0 43 0 0 0 0 0 398
7:45 AM 71 156 0 0 0 158 18 0 47 0 46 0 0 0 0 0 496 1421
8:00 AM 70 151 0 0 0 143 25 0 58 0 42 0 0 0 0 0 489 1687
8:15 AM 103 157 0 0 0 121 25 0 51 0 41 0 0 0 0 0 498 1881
8:30 AM 98 165 0 0 0 122 25 0 49 0 60 0 0 0 0 0 519 2002
8:45 AM 59 140 0 0 0 95 20 0 29 0 45 0 0 0 0 0 388 1894

All Vehicles 392 660 0 0 0 488 100 0 196 0 240 0 0 0 0 0 2076
Heavy Trucks 24 28 0 0 12 0 8 0 16 0 0 0 88
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Dunbar St QC JOB #: 14819218
752 701 Peak-Hour: 4:45 PM -- 5:45 PM 1.6 1.3
133 619 0
Peak 15-Min: 5:15 PM -- 5:30 PM
1.5 1.6 0.0
359 127 0 0
1.7 3.1 0.0 0.0
0 0.98 0
0.0 0.0
351 224 0 0
2.0 1.3 0.0 0.0
226 574 0
1.8 0.9 0.0
843 800
1.5 1.1
0 0 2 0
0 0
4 0 0 0
0 0
3 0 5 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Dunbar St Dunbar St Total Hourly

4:00 PM 53 147 0 0 0 131 29 0 57 0 87 0 0 0 0 0 504
4:15 PM 63 136 0 0 0 111 25 0 40 0 56 0 0 0 0 0 431
4:30 PM 49 124 0 0 0 140 18 0 44 0 69 0 0 0 0 0 444
4:45 PM 46 144 0 0 0 160 21 0 35 0 65 0 0 0 0 0 471 1850
5:00 PM 54 145 0 0 0 154 40 0 39 0 54 0 0 0 0 0 486 1832
5:15 PM 60 138 0 0 0 160 35 0 31 0 63 0 0 0 0 0 487 1888
5:30 PM 66 147 0 0 0 145 37 0 22 0 42 0 0 0 0 0 459 1903
5:45 PM 68 169 0 0 0 126 25 0 24 0 55 0 0 0 0 0 467 1899

All Vehicles 240 552 0 0 0 640 140 0 124 0 252 0 0 0 0 0 1948
Heavy Trucks 8 4 0 0 4 0 8 0 4 0 0 0 28
Bicycles 0 1 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Haynie St QC JOB #: 14819219
729 970 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 2.6
0 652 77
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 1.5 5.2
2 0 138 139
0.0 0.0 2.9 2.9
0 0.93 0
0.0 0.0
0 0 1 81
0.0 0.0 0.0 4.9
2 832 4
0.0 2.5 0.0
653 838
1.5 2.5
0 0 1 0
0 0
1 2 0 0
0 0
0 0 2 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Haynie St Haynie St Total Hourly

7:00 AM 0 90 1 0 14 85 0 0 0 0 0 0 0 0 11 0 201
7:15 AM 0 122 1 0 12 110 0 0 0 0 0 0 1 0 19 0 265
7:30 AM 0 155 2 0 22 153 0 0 0 0 0 0 0 0 21 0 353
7:45 AM 0 193 1 0 21 181 0 0 0 0 0 0 0 0 28 0 424 1243
8:00 AM 1 194 0 0 16 175 0 0 0 0 0 0 0 0 28 0 414 1456
8:15 AM 0 215 1 0 11 140 0 0 0 0 0 0 0 0 44 0 411 1602
8:30 AM 1 230 2 0 29 156 0 0 0 0 0 0 1 0 38 0 457 1706
8:45 AM 1 159 1 0 15 118 1 0 0 0 0 0 0 0 30 0 325 1607

All Vehicles 4 920 8 0 116 624 0 0 0 0 0 0 4 0 152 0 1828
Heavy Trucks 0 44 0 8 4 0 0 0 0 0 0 0 56
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- Haynie St QC JOB #: 14819220
796 856 Peak-Hour: 5:00 PM -- 6:00 PM 0.6 1.5
0 705 91
Peak 15-Min: 5:15 PM -- 5:30 PM
0.0 0.6 1.1
2 0 134 140
0.0 0.0 1.5 1.4
0 0.95 1
0.0 0.0
1 1 5 102
0.0 0.0 0.0 1.0
1 722 11
0.0 1.5 0.0
711 734
0.6 1.5
1 0 1 0
0 0
7 9 0 0
0 0
0 0 3 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St Haynie St Haynie St Total Hourly

4:00 PM 0 179 6 0 35 186 0 0 1 0 0 0 1 0 28 0 436
4:15 PM 0 173 3 0 25 139 1 0 0 0 0 0 2 0 30 0 373
4:30 PM 1 146 0 0 25 183 0 0 0 0 0 0 3 0 28 0 386
4:45 PM 0 169 3 0 20 208 0 0 0 0 0 0 0 0 27 0 427 1622
5:00 PM 1 146 3 0 16 191 0 0 0 0 1 0 1 1 37 0 397 1583
5:15 PM 0 178 4 0 28 194 0 0 0 0 0 0 1 0 37 0 442 1652
5:30 PM 0 173 2 0 27 163 0 0 0 0 0 0 3 0 33 0 401 1667
5:45 PM 0 225 2 0 20 157 0 0 0 0 0 0 0 0 27 0 431 1671

All Vehicles 0 712 16 0 112 776 0 0 0 0 0 0 4 0 148 0 1768
Heavy Trucks 0 16 0 0 8 0 0 0 0 0 0 8 32
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- S Church St/Mills Ave QC JOB #: 14819221
679 763 Peak-Hour: 7:30 AM -- 8:30 AM 1.8 1.6
133 485 61
Peak 15-Min: 7:45 AM -- 8:00 AM
2.3 1.6 1.6
905 200 19 1131

2.3 1.5 5.3 2.5
1012 0.95 700
3.6 2.6
1257 45 412 1362
3.2 2.2 2.2 2.9
72 544 289
0.0 1.5 0.7
942 905
1.9 1.1
0 0 2 0
0 0
1 4 0 0
0 0
0 0 2 0
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St S Church St/Mills Ave S Church St/Mills Ave Total Hourly
7:00 AM 6 58 29 0 10 49 15 0 23 126 8 0 63 108 1 1 497
7:15 AM 13 83 61 0 4 84 29 0 34 162 10 0 88 154 2 0 724
7:30 AM 16 107 74 0 5 108 24 0 44 273 9 0 111 180 0 0 951
7:45 AM 18 136 70 0 17 144 36 0 53 268 10 0 113 180 5 0 1050 3222
8:00 AM 20 138 65 0 16 121 43 0 45 248 9 0 94 185 9 0 993 3718
8:15 AM 18 163 80 0 23 112 30 0 58 223 17 0 94 155 5 0 978 3972
8:30 AM 22 173 69 0 12 107 32 0 55 217 16 0 85 141 5 0 934 3955
8:45 AM 21 102 73 0 13 76 36 0 55 205 19 0 89 169 8 0 866 3771

All Vehicles 72 544 280 0 68 576 144 0 212 1072 40 0 452 720 20 0 4200
Heavy Trucks 0 0 0 0 12 0 4 32 0 12 20 4 84
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: Augusta St -- S Church St/Mills Ave QC JOB #: 14819222
824 634 Peak-Hour: 4:30 PM -- 5:30 PM 2.2 2.7
189 560 75
Peak 15-Min: 5:15 PM -- 5:30 PM
3.2 1.4 5.3
1325 158 19 1378

2.6 2.5 5.3 2.2
879 0.97 1004
2.7 2.7
1128 91 355 1299
2.7 2.2 0.6 2.6
132 457 345

1.5 2.6 1.7
1006 934
1.2 2.1
0 0 1 0
0 0
6 2 0 1
0 0
4 0 2 1
NA NA
NA NA NA NA
NA NA
15-Min Count Augusta St Augusta St S Church St/Mills Ave S Church St/Mills Ave Total Hourly
4:00 PM 39 141 86 0 26 126 39 0 45 219 27 0 81 195 8 0 1032
4:15 PM 31 125 104 0 18 109 39 0 40 200 22 0 80 185 6 0 959
4:30 PM 32 103 105 0 15 114 35 0 35 212 19 0 89 245 7 0 1011
4:45 PM 33 119 86 0 18 163 58 0 42 221 20 0 87 228 3 0 1078 4080
5:00 PM 32 105 80 0 22 127 41 0 44 231 26 0 90 273 5 0 1076 4124
5:15 PM 35 130 74 0 20 156 55 0 37 215 26 0 89 258 4 0 1099 4264
5:30 PM 36 119 52 0 11 108 47 0 51 212 27 0 70 238 6 0 977 4230
5:45 PM 36 160 79 0 23 123 41 0 51 192 17 0 58 188 6 0 974 4126

All Vehicles 140 520 296 0 80 624 220 0 148 860 104 0 356 1032 16 0 4396
Heavy Trucks 0 12 0 8 4 8 4 8 0 4 24 0 72
Bicycles 0 1 1 0 1 0 0 0 0 0 1 0 4
Railroad
Stopped Buses
Comments:
LOCATION: S Church St -- Haynie St/Pearl Ave QC JOB #: 14819223
1184 1390 Peak-Hour: 7:30 AM -- 8:30 AM 2.7 3.1
39 1130 15
Peak 15-Min: 7:45 AM -- 8:00 AM
5.1 2.5 13.3
142 31 14 150
2.8 9.7 0.0 2.7
58 0.96 90
1.7 2.2
91 2 46 106
4.4 0.0 4.3 4.7
14 1345 33
0.0 3.0 6.1
1179 1392
2.5 3.0
1 0 0 0
0 0
1 1 0 0
0 0
1 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St Haynie St/Pearl Ave Haynie St/Pearl Ave Total Hourly
7:00 AM 0 159 4 0 1 166 5 0 5 9 1 0 5 7 4 0 366
7:15 AM 0 224 1 0 2 270 7 0 10 8 0 0 4 11 2 0 539
7:30 AM 4 357 4 0 6 283 8 0 7 16 1 0 6 11 3 0 706
7:45 AM 2 346 8 1 4 307 8 0 10 16 0 0 9 23 3 0 737 2348
8:00 AM 1 325 9 0 3 284 14 0 7 14 0 0 16 23 5 0 701 2683
8:15 AM 6 317 12 0 2 256 9 0 7 12 1 0 15 33 3 0 673 2817
8:30 AM 4 294 14 0 3 239 10 0 6 21 0 0 18 26 2 0 637 2748
8:45 AM 2 290 16 0 4 260 14 1 6 11 2 0 13 17 2 0 638 2649

All Vehicles 8 1384 32 4 16 1228 32 0 40 64 0 0 36 92 12 0 2948
Heavy Trucks 0 32 0 0 40 4 4 4 0 4 4 0 92
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: S Church St -- Haynie St/Pearl Ave QC JOB #: 14819224
1466 1202 Peak-Hour: 4:30 PM -- 5:30 PM 2.0 2.5
42 1389 35
Peak 15-Min: 5:00 PM -- 5:15 PM
2.4 2.0 0.0
143 32 9 139
2.1 0.0 22.2 2.9
74 0.95 77
4.1 2.6
118 12 53 221
2.5 0.0 0.0 3.6
24 1160 113
0.0 2.4 4.4
1454 1297
1.9 2.5
2 0 1 0
0 0
1 1 0 0
0 0
3 0 0 1
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St Haynie St/Pearl Ave Haynie St/Pearl Ave Total Hourly
4:00 PM 3 311 16 1 8 288 12 0 18 25 5 0 5 14 5 0 711
4:15 PM 7 302 27 0 6 271 10 0 8 15 5 0 13 19 3 0 686
4:30 PM 2 305 26 0 4 351 8 0 9 14 0 0 10 18 1 0 748
4:45 PM 7 283 32 0 7 314 10 0 12 14 4 0 17 20 2 0 722 2867
5:00 PM 8 299 28 0 9 382 11 1 3 20 5 0 11 14 2 0 793 2949
5:15 PM 7 273 27 0 14 342 13 0 8 26 3 0 15 25 4 0 757 3020
5:30 PM 3 276 21 0 8 274 17 0 11 21 1 0 6 22 3 0 663 2935
5:45 PM 5 277 16 0 9 275 15 1 6 17 1 0 8 16 3 0 649 2862

All Vehicles 32 1196 112 0 36 1528 44 4 12 80 20 0 44 56 8 0 3172
Heavy Trucks 0 28 4 0 24 0 0 4 0 0 0 0 60
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: S Church St -- University Ridge QC JOB #: 14819225
1501 1520 Peak-Hour: 7:30 AM -- 8:30 AM 3.1 3.3
321 1130 50
Peak 15-Min: 8:15 AM -- 8:30 AM
1.6 3.4 6.0
574 206 67 284

1.2 2.9 3.0 1.1
91 0.96 168
1.1 0.6
318 21 49 166
2.2 0.0 0.0 2.4
85 1247 24
1.2 3.4 0.0
1199 1356
3.2 3.2
0 0 0 0
0 0
1 0 0 0
0 0
1 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St University Ridge University Ridge Total Hourly
7:00 AM 2 155 3 1 3 169 25 1 23 10 1 0 8 5 3 0 409
7:15 AM 14 224 2 0 6 262 30 0 24 17 3 0 12 10 14 0 618
7:30 AM 9 349 6 0 9 300 45 0 48 18 1 0 7 16 12 0 820
7:45 AM 21 304 5 0 6 280 69 0 61 29 6 0 24 35 17 0 857 2704
8:00 AM 32 295 8 0 14 291 86 0 46 26 8 0 6 54 18 0 884 3179
8:15 AM 23 299 5 0 21 259 121 0 51 18 6 0 11 63 20 1 898 3459
8:30 AM 50 255 3 0 15 231 98 0 61 28 5 0 7 43 14 0 810 3449
8:45 AM 32 251 9 0 25 258 76 0 53 18 15 0 8 34 18 0 797 3389

All Vehicles 92 1196 20 0 84 1036 484 0 204 72 24 0 44 252 80 4 3592
Heavy Trucks 0 36 0 8 16 8 12 0 0 0 0 8 88
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: S Church St -- University Ridge QC JOB #: 14819226
1557 1712 Peak-Hour: 4:30 PM -- 5:30 PM 2.2 2.2
245 1228 84
Peak 15-Min: 5:00 PM -- 5:15 PM
0.8 2.4 2.4
408 558 61 223

1.2 1.3 3.3 0.9
246 0.93 103
0.0 0.0
941 137 59 358
1.1 2.2 0.0 0.6
60 1092 29
5.0 2.6 0.0
1424 1181
2.3 2.6
0 0 0 0
0 0
3 3 0 0
0 0
4 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count S Church St S Church St University Ridge University Ridge Total Hourly
4:00 PM 22 270 14 1 10 229 79 1 144 71 46 0 20 32 17 0 956
4:15 PM 11 297 8 0 20 237 61 0 128 46 22 0 14 27 16 0 887
4:30 PM 21 282 4 0 18 300 61 0 146 61 38 0 15 24 15 0 985
4:45 PM 17 266 10 0 17 283 56 0 139 48 35 0 18 30 12 0 931 3759
5:00 PM 11 271 7 0 17 316 62 1 188 83 38 0 14 20 17 0 1045 3848
5:15 PM 11 273 8 0 31 329 66 0 85 54 26 0 12 29 17 0 941 3902
5:30 PM 14 278 11 0 27 258 61 0 76 41 16 0 17 38 15 1 853 3770
5:45 PM 13 264 9 0 20 255 57 0 60 47 17 0 13 26 17 0 798 3637

All Vehicles 44 1084 28 0 68 1264 248 4 752 332 152 0 56 80 68 0 4180
Heavy Trucks 4 20 0 4 28 0 8 0 0 0 0 0 64
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: Cleveland St -- University Ridge QC JOB #: 14819227
139 237 Peak-Hour: 8:00 AM -- 9:00 AM 3.6 0.8
66 71 2
Peak 15-Min: 8:15 AM -- 8:30 AM
1.5 5.6 0.0
260 35 13 75
0.8 2.9 0.0 0.0
32 0.90 59
3.1 0.0
140 73 3 38
2.1 1.4 0.0 2.6
135 189 4
0.7 0.5 0.0
147 328
3.4 0.6
1 0 0 0
0 0
2 1 0 1
0 0
2 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count Cleveland St Cleveland St University Ridge University Ridge Total Hourly
7:00 AM 2 9 2 0 0 3 4 0 2 4 5 0 0 1 0 0 32
7:15 AM 14 15 1 0 0 10 3 0 7 1 9 0 0 8 1 0 69
7:30 AM 12 30 0 0 0 11 8 0 6 6 17 0 1 3 2 0 96
7:45 AM 32 44 1 0 0 9 17 0 10 9 19 0 1 12 3 0 157 354
8:00 AM 31 37 1 0 1 13 16 0 9 6 20 0 1 18 4 0 157 479
8:15 AM 52 57 2 0 1 13 21 0 7 7 15 0 0 13 1 0 189 599
8:30 AM 26 52 1 0 0 18 12 0 11 10 19 0 0 15 6 0 170 673
8:45 AM 26 43 0 0 0 27 17 0 8 9 19 0 2 13 2 0 166 682

All Vehicles 208 228 8 0 4 52 84 0 28 28 60 0 0 52 4 0 756
Heavy Trucks 0 4 0 0 4 4 0 0 0 0 0 0 12
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: Cleveland St -- University Ridge QC JOB #: 14819228
300 250 Peak-Hour: 4:45 PM -- 5:45 PM 0.3 1.6
77 210 13
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 0.5 0.0
212 82 15 84
0.9 1.2 0.0 1.2
83 0.93 52
0.0 1.9
329 164 17 124
0.6 0.6 0.0 0.0
83 153 28
1.2 2.0 0.0
391 264
0.5 1.5
7 0 2 0
0 0
7 7 0 0
0 0
9 0 5 0
NA NA
NA NA NA NA
NA NA
15-Min Count Cleveland St Cleveland St University Ridge University Ridge Total Hourly
4:00 PM 19 19 8 0 1 27 24 0 17 28 37 0 1 14 4 0 199
4:15 PM 31 38 2 0 3 25 13 0 13 26 25 0 0 11 3 0 190
4:30 PM 14 28 6 0 1 43 24 0 16 20 33 0 0 12 3 0 200
4:45 PM 15 45 11 0 4 38 26 0 19 25 35 0 6 16 4 0 244 833
5:00 PM 23 41 5 0 4 60 16 0 36 26 38 0 4 6 5 0 264 898
5:15 PM 18 32 8 0 1 69 18 0 16 20 47 0 2 16 2 0 249 957
5:30 PM 27 35 4 0 4 43 17 0 11 12 44 0 5 14 4 0 220 977
5:45 PM 8 27 7 0 5 42 23 0 11 18 32 0 2 15 5 0 195 928

All Vehicles 92 164 20 0 16 240 64 0 144 104 152 0 16 24 20 0 1056
Heavy Trucks 0 4 0 0 4 0 4 0 0 0 0 0 12
Bicycles 0 1 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
LOCATION: Church St -- E Washington St QC JOB #: 14819229
1738 1423 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 3.7
130 1561 47
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 2.0 2.1
307 128 62 434

3.6 7.0 1.6 3.9
181 0.98 177
3.3 6.2
343 34 195 388
4.7 2.9 2.6 1.8
0 1233 160
0.0 3.4 0.0
1790 1393
2.1 3.0
4 0 0 0
0 0
2 3 2 1
0 0
2 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count Church St Church St E Washington St E Washington St Total Hourly

7:00 AM 0 162 9 0 3 205 16 0 16 11 6 0 22 12 4 0 466
7:15 AM 0 232 15 0 1 302 31 0 28 21 6 0 24 27 8 0 695
7:30 AM 0 318 34 0 7 338 35 0 33 44 10 0 25 28 11 0 883
7:45 AM 0 342 39 0 12 384 36 0 37 56 3 0 35 41 8 0 993 3037
8:00 AM 0 289 50 0 12 372 29 0 36 53 10 0 46 45 6 0 948 3519
8:15 AM 0 293 40 0 10 400 28 0 32 36 10 0 57 47 22 0 975 3799
8:30 AM 0 309 31 0 13 405 37 0 23 36 11 0 57 44 26 0 992 3908
8:45 AM 0 218 35 0 10 341 35 0 18 42 10 0 45 45 24 0 823 3738

All Vehicles 0 1368 156 0 48 1536 144 0 148 224 12 0 140 164 32 0 3972
Heavy Trucks 0 36 0 4 40 0 12 8 0 16 12 0 128
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: Church St -- E Washington St QC JOB #: 14819230
1398 1721 Peak-Hour: 4:30 PM -- 5:30 PM 1.5 2.3
113 1240 45
Peak 15-Min: 5:00 PM -- 5:15 PM
0.9 1.6 0.0
338 167 109 520

1.2 1.8 0.0 1.2
205 0.94 225
1.0 1.3
462 90 186 412
1.1 0.0 1.6 0.7
0 1445 162
0.0 2.5 0.6
1516 1607
1.5 2.3
2 0 0 0
0 0
1 0 0 0
0 0
5 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count Church St Church St E Washington St E Washington St Total Hourly

4:00 PM 0 378 38 0 9 279 28 0 38 34 18 0 45 43 23 0 933
4:15 PM 0 418 33 0 13 269 36 0 34 40 15 0 36 29 18 0 941
4:30 PM 0 394 40 0 13 314 26 0 37 42 23 0 42 43 19 0 993
4:45 PM 0 355 36 0 8 312 20 0 45 51 16 0 49 48 22 0 962 3829
5:00 PM 0 371 44 0 11 337 38 0 36 51 32 0 49 68 28 0 1065 3961
5:15 PM 0 325 42 0 13 277 29 0 49 61 19 0 46 66 40 0 967 3987
5:30 PM 0 368 38 0 10 283 25 0 40 46 13 0 40 66 27 0 956 3950
5:45 PM 0 293 22 0 14 259 36 0 36 28 11 0 51 66 29 0 845 3833

All Vehicles 0 1484 176 0 44 1348 152 0 144 204 128 0 196 272 112 0 4260
Heavy Trucks 0 32 0 0 16 0 0 0 0 0 0 0 48
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: N Church St -- E North St QC JOB #: 14819231
1722 871 Peak-Hour: 7:45 AM -- 8:45 AM 1.7 4.1
1 1693 28
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 1.7 3.6
1 50 4 4
0.0 0.0 0.0 0.0
1133 0.95 0
1.9 0.0
1273 90 0 1713
2.2 6.7 0.0 2.5
0 817 552
0.0 4.4 3.4
1783 1369
2.0 4.0
0 0 0 0
0 0
0 0 0 0
0 0
0 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count N Church St N Church St E North St E North St Total Hourly

7:00 AM 0 112 72 0 5 233 0 0 5 236 12 0 0 0 0 0 675
7:15 AM 0 158 110 0 5 328 0 0 4 314 22 0 0 0 0 0 941
7:30 AM 0 211 149 0 5 388 0 0 2 303 9 0 0 0 1 0 1068
7:45 AM 0 230 141 0 8 425 1 0 10 315 16 0 0 0 0 0 1146 3830
8:00 AM 0 188 141 0 6 412 0 0 15 289 21 0 0 0 0 0 1072 4227
8:15 AM 0 193 151 0 5 450 0 0 11 243 21 0 0 0 2 0 1076 4362
8:30 AM 0 206 119 0 9 406 0 0 14 286 32 0 0 0 2 0 1074 4368
8:45 AM 0 169 109 0 8 384 0 0 16 213 32 0 0 0 1 0 932 4154

All Vehicles 0 920 564 0 32 1700 4 0 40 1260 64 0 0 0 0 0 4584
Heavy Trucks 0 32 16 0 28 0 0 16 8 0 0 0 100
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: N Church St -- E North St QC JOB #: 14819232
1415 1179 Peak-Hour: 4:15 PM -- 5:15 PM 2.0 2.1
0 1296 119
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 2.2 0.8
0 128 17 17
0.0 0.8 0.0 0.0
1116 0.96 0
0.9 0.0
1359 115 0 1949
0.8 0.0 0.0 1.0
0 1034 714
0.0 2.3 1.1
1411 1748
2.0 1.8
0 0 0 0
2 0
1 1 0 0
0 0
1 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count N Church St N Church St E North St E North St Total Hourly

4:00 PM 0 255 182 0 36 289 1 0 12 222 29 0 0 0 3 0 1029
4:15 PM 0 279 178 0 24 303 0 0 23 263 26 0 0 0 8 0 1104
4:30 PM 0 260 181 0 28 321 0 0 24 267 29 0 0 0 1 0 1111
4:45 PM 0 240 174 0 27 335 0 0 35 294 30 0 0 0 6 0 1141 4385
5:00 PM 0 255 181 0 40 337 0 0 46 292 30 0 0 0 2 0 1183 4539
5:15 PM 0 264 149 0 36 288 0 1 30 278 25 0 0 0 2 0 1073 4508
5:30 PM 0 289 148 0 24 307 0 0 32 269 23 0 0 0 3 0 1095 4492
5:45 PM 0 226 133 0 26 296 0 0 26 264 28 0 0 0 3 0 1002 4353

All Vehicles 0 1020 724 0 160 1348 0 0 184 1168 120 0 0 0 8 0 4732
Heavy Trucks 0 20 0 0 24 0 4 20 0 0 0 0 68
Bicycles 0 0 0 0 0 0 1 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
LOCATION: N Church St -- Beattie Pl QC JOB #: 14819233
1245 646 Peak-Hour: 7:45 AM -- 8:45 AM 2.2 5.7
123 1122 0
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.5 0.0
1435 0 26 1686
2.0 0.0 7.7 1.7
0 0.98 1051
0.0 2.3
1 1 609 0
0.0 0.0 0.5 0.0
261 620 0
1.5 5.6 0.0
1732 881
1.8 4.4
186 0 0 0
0 0
19 5 0 0
0 0
4 0 0 0
NA NA
NA NA NA NA
NA NA
15-Min Count N Church St N Church St Beattie Pl Beattie Pl Total Hourly

7:00 AM 24 90 0 0 0 138 12 0 0 0 0 0 93 175 2 0 534
7:15 AM 33 128 0 0 0 218 19 0 0 0 0 0 127 199 3 0 727
7:30 AM 51 161 0 0 0 256 19 0 0 0 0 0 141 241 2 0 871
7:45 AM 59 176 0 0 0 283 30 0 0 0 0 0 144 271 6 0 969 3101
8:00 AM 64 152 0 0 0 304 30 0 0 0 0 0 137 231 5 0 923 3490
8:15 AM 55 130 0 0 0 269 36 0 0 0 0 0 165 292 4 0 951 3714
8:30 AM 83 162 0 0 0 266 27 0 0 0 1 0 163 257 11 0 970 3813
8:45 AM 42 135 0 0 0 252 23 0 0 0 0 0 153 241 6 0 852 3696

All Vehicles 332 648 0 0 0 1064 108 0 0 0 4 0 652 1028 44 0 3880
Heavy Trucks 4 28 0 0 28 0 0 0 0 0 48 8 116
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
LOCATION: N Church St -- Beattie Pl QC JOB #: 14819234
971 1079 Peak-Hour: 4:45 PM -- 5:45 PM 1.6 1.6
70 901 0
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 1.8 0.0
1454 0 40 1762
1.4 0.0 0.0 1.2
0 0.95 1207
0.0 1.2
0 0 515 0
0.0 0.0 1.2 0.0
177 1039 0
3.4 1.6 0.0
1416 1216
1.6 1.9
146 0 0 0
0 0
12 1 0 0
0 0
1 0 2 0
NA NA
NA NA NA NA
NA NA
15-Min Count N Church St N Church St Beattie Pl Beattie Pl Total Hourly

4:00 PM 44 224 0 0 0 181 7 0 0 0 0 0 147 251 17 0 871
4:15 PM 38 269 0 0 0 196 14 0 0 0 0 0 131 255 11 0 914
4:30 PM 48 240 0 0 0 218 19 0 0 0 0 0 131 232 17 0 905
4:45 PM 50 228 0 0 0 226 13 0 0 0 0 0 136 275 16 0 944 3634
5:00 PM 37 266 0 0 0 247 21 0 0 0 0 0 134 325 10 0 1040 3803
5:15 PM 42 262 0 0 0 210 23 0 0 0 0 0 126 282 6 0 951 3840
5:30 PM 48 283 0 0 0 218 13 0 0 0 0 0 119 325 8 0 1014 3949
5:45 PM 47 216 0 0 0 185 20 0 0 0 0 0 127 304 6 0 905 3910

All Vehicles 148 1064 0 0 0 988 84 0 0 0 0 0 536 1300 40 0 4160
Heavy Trucks 4 20 0 0 16 0 0 0 0 12 8 0 60
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Appendix C
INTERNAL TRIPS WORKSHEET
__________________________________________________________________________________________
Appendix D
CAPACITY ANALYSIS AND QUEUE REPORT PRINTOUTS
__________________________________________________________________________________________
24: Augusta St /Augusta St & Dunbar St AM Peak Hour
University Ridge TIS 2018 Existing
Movement EBL EBR NBL NBT SBT SBR

Lane Configurations
Traffic Volume (veh/h) 205 189 342 629 544 93
Future Volume (veh/h) 205 189 342 629 544 93
Number 3 18 1 6 2 12
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1810 1827 1863 1868 1900
Adj Flow Rate, veh/h 214 197 356 655 567 97
Adj No. of Lanes 1 1 1 1 1 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 5 4 2 2 2
Cap, veh/h 248 367 696 1397 947 162
Arrive On Green 0.14 0.14 0.10 0.75 1.00 1.00
Sat Flow, veh/h 1757 1538 1740 1863 1550 265
Grp Volume(v), veh/h 214 197 356 655 0 664
Grp Sat Flow(s),veh/h/ln 1757 1538 1740 1863 0 1815
Q Serve(g_s), s 13.1 12.3 7.7 14.9 0.0 0.0
Cycle Q Clear(g_c), s 13.1 12.3 7.7 14.9 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.15
Lane Grp Cap(c), veh/h 248 367 696 1397 0 1110
V/C Ratio(X) 0.86 0.54 0.51 0.47 0.00 0.60
Avail Cap(c_a), veh/h 319 430 882 1397 0 1110
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 46.2 36.6 5.2 5.3 0.0 0.0
Incr Delay (d2), s/veh 14.6 0.5 0.6 0.3 0.0 2.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.4 5.3 3.7 7.8 0.0 0.7
LnGrp Delay(d),s/veh 60.8 37.0 5.8 5.7 0.0 2.4
LnGrp LOS E D A A A
Approach Vol, veh/h 411 1011 664
Approach Delay, s/veh 49.4 5.7 2.4
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 15.2 73.3 88.5 21.5
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 22.5 51.0 78.0 20.0
Max Q Clear Time (g_c+I1), s 9.7 2.0 16.9 15.1
Green Ext Time (p_c), s 1.0 16.7 17.6 0.4
Intersection Summary
HCM 2010 Ctrl Delay 13.3
HCM 2010 LOS B
Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report

GGS 042219 Page 1
26: Augusta St/River Street & Main Street AM Peak Hour
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 51 83 32 65 56 7 0 338 74 0 431 50
Future Volume (veh/h) 51 83 32 65 56 7 0 338 74 0 431 50
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1724 1900 1845 1789 1900 0 1845 1900 0 1863 1792
Adj Flow Rate, veh/h 56 91 0 71 62 8 0 371 81 0 474 55
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 13 13 3 7 7 0 3 0 0 2 6
Cap, veh/h 409 398 0 405 355 46 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1537 198 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 56 91 0 71 0 70 0 371 81 0 474 55
Grp Sat Flow(s),veh/h/ln 1774 1724 0 1757 0 1735 0 1845 1599 0 1863 1509
Q Serve(g_s), s 2.0 3.3 0.0 2.5 0.0 2.5 0.0 13.6 2.9 0.0 18.4 2.0
Cycle Q Clear(g_c), s 2.0 3.3 0.0 2.5 0.0 2.5 0.0 13.6 2.9 0.0 18.4 2.0
Prop In Lane 1.00 0.00 1.00 0.11 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
V/C Ratio(X) 0.14 0.23 0.00 0.18 0.00 0.17 0.00 0.65 0.16 0.00 0.83 0.12
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.8 24.4 0.0 24.0 0.0 24.0 0.0 23.4 19.7 0.0 25.1 19.4
Incr Delay (d2), s/veh 0.7 1.3 0.0 0.9 0.0 0.9 0.0 5.8 0.7 0.0 12.9 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 1.7 0.0 1.3 0.0 1.3 0.0 7.8 1.4 0.0 11.5 0.9
LnGrp Delay(d),s/veh 24.5 25.7 0.0 25.0 0.0 25.0 0.0 29.2 20.4 0.0 38.0 19.9
LnGrp LOS C C C C C C D B
Approach Vol, veh/h 147 141 452 529
Approach Delay, s/veh 25.3 25.0 27.6 36.1
Approach LOS C C C D
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 2
28: Augusta St & Vardry St AM Peak Hour
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1863 1900 1881 1827 0 0 1867 1900
Adj Flow Rate, veh/h 114 0 404 285 419 0 0 388 53
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Percent Heavy Veh, % 1 2 0 1 4 0 0 2 2
Cap, veh/h 383 398 402 759 1262 0 0 899 123
Arrive On Green 0.21 0.00 0.21 0.09 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1603 219
Grp Volume(v), veh/h 114 0 404 285 419 0 0 0 441
Grp Sat Flow(s),veh/h/ln 1792 1863 1211 1792 1827 0 0 0 1822
Q Serve(g_s), s 5.9 0.0 23.5 6.9 10.1 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 5.9 0.0 23.5 6.9 10.1 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12
Lane Grp Cap(c), veh/h 383 398 402 759 1262 0 0 0 1022
V/C Ratio(X) 0.30 0.00 1.00 0.38 0.33 0.00 0.00 0.00 0.43
Avail Cap(c_a), veh/h 383 398 402 1064 1262 0 0 0 1022
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 36.3 0.0 39.4 7.2 6.8 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.4 0.0 45.9 0.3 0.2 0.0 0.0 0.0 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.0 0.0 25.9 3.4 5.1 0.0 0.0 0.0 0.4
LnGrp Delay(d),s/veh 36.8 0.0 85.3 7.5 7.0 0.0 0.0 0.0 1.3
LnGrp LOS D F A A A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C
Notes

GGS 042219 Page 3
42: Mills Ave./Church St & Augusta St /Augusta St. AM Peak Hour
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 178 831 226 263 698 370 243 1078 48 500 1138 31
Arrive On Green 0.04 0.30 0.30 0.05 0.31 0.31 0.14 0.32 0.32 0.15 0.33 0.33
Sat Flow, veh/h 1774 2739 746 1810 2230 1182 1774 3389 150 3442 3484 95
Grp Volume(v), veh/h 64 329 322 76 456 421 211 546 566 434 370 387
Q Serve(g_s), s 2.7 17.5 17.7 3.1 26.1 26.2 12.8 34.4 34.4 13.6 19.9 19.9
Cycle Q Clear(g_c), s 2.7 17.5 17.7 3.1 26.1 26.2 12.8 34.4 34.4 13.6 19.9 19.9
Prop In Lane 1.00 0.43 1.00 0.72 1.00 0.08 1.00 0.05
V/C Ratio(X) 0.36 0.61 0.62 0.29 0.82 0.82 0.87 0.99 0.99 0.87 0.65 0.65
Avail Cap(c_a), veh/h 234 537 520 302 556 512 323 553 573 563 572 597
Incr Delay (d2), s/veh 0.5 5.2 5.4 0.2 12.8 13.8 17.4 34.9 34.3 11.2 2.2 2.2
LnGrp LOS C D D C D D E E E E C C
Approach LOS D D E D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.6 39.4 19.1 41.9 8.6 40.5 20.0 41.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 7.5 29.0 20.0 33.0 7.5 29.0 18.0 35.0
Max Q Clear Time (g_c+I1), s 5.1 19.7 14.8 21.9 4.7 28.2 15.6 36.4
Green Ext Time (p_c), s 0.0 7.1 0.3 7.9 0.0 0.7 0.4 0.0
HCM 2010 LOS D

GGS 042219 Page 5
43: Church St & Beattie Pl AM Peak Hour
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.83 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 551 2268 34 369 2003 0 0 1219 134
Arrive On Green 0.30 0.30 0.30 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7443 111 1774 3495 0 0 3282 350
Grp Volume(v), veh/h 406 1385 450 266 633 0 0 630 641
Q Serve(g_s), s 27.4 30.3 30.3 13.7 21.7 0.0 0.0 40.5 41.0
Cycle Q Clear(g_c), s 27.4 30.3 30.3 13.7 21.7 0.0 0.0 40.5 41.0
Prop In Lane 1.00 0.06 1.00 0.00 0.00 0.20
V/C Ratio(X) 0.74 0.80 0.80 0.72 0.32 0.00 0.00 0.94 0.94
Avail Cap(c_a), veh/h 585 1844 600 388 2003 0 0 672 681
Incr Delay (d2), s/veh 5.0 2.6 7.6 4.7 0.4 0.0 0.0 17.6 17.9
LnGrp LOS D D D E C C C
Approach LOS D D C
Timer 1 2 3 4 5 6 7 8
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 80.0 23.5 * 52 44.0
HCM 2010 LOS D
Notes

GGS 042219 Page 6
45: Church St & E North St AM Peak Hour
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 501 1325 105 0 2098 947 295 2247 0
Arrive On Green 0.28 0.28 0.28 0.00 1.00 1.00 0.02 0.84 0.00
Sat Flow, veh/h 1810 4784 381 0 3668 1613 1774 3632 0
Grp Volume(v), veh/h 53 842 446 0 860 581 29 2496 0
Q Serve(g_s), s 3.0 32.7 32.7 0.0 0.0 0.0 0.9 86.3 0.0
Cycle Q Clear(g_c), s 3.0 32.7 32.7 0.0 0.0 0.0 0.9 86.3 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
V/C Ratio(X) 0.11 0.90 0.90 0.00 0.41 0.61 0.10 1.11 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2098 947 367 2247 0
Incr Delay (d2), s/veh 0.1 10.3 17.4 0.0 0.6 2.8 0.0 51.2 0.0
LnGrp LOS D E E A A B F
Approach LOS E A E
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 042219 Page 8
49: Church St & Washington St AM Peak Hour
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 184 235 195 191 229 197 0 2266 1042 257 2463 1121
Arrive On Green 0.06 0.13 0.13 0.06 0.13 0.13 0.00 0.65 0.65 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1529 1757 1792 1547 0 3597 1611 1774 3539 1612
Grp Volume(v), veh/h 131 185 35 199 181 63 0 1258 163 48 1593 133
Q Serve(g_s), s 8.0 13.2 2.8 8.0 13.3 5.0 0.0 26.9 5.4 1.2 0.0 0.0
Cycle Q Clear(g_c), s 8.0 13.2 2.8 8.0 13.3 5.0 0.0 26.9 5.4 1.2 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.71 0.79 0.18 1.04 0.79 0.32 0.00 0.56 0.16 0.19 0.65 0.12
Avail Cap(c_a), veh/h 184 488 405 191 474 410 0 2266 1042 326 2463 1121
Incr Delay (d2), s/veh 10.4 5.7 0.4 76.6 6.0 0.9 0.0 1.0 0.3 0.1 1.0 0.2
LnGrp LOS E E D F E D B A B A A
Approach LOS E F B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.7 93.9 12.0 23.4 100.6 12.0 23.4
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 36.0 76.0 8.0 36.0
Max Q Clear Time (g_c+I1), s 3.2 28.9 10.0 15.2 2.0 10.0 15.3
Green Ext Time (p_c), s 0.0 21.8 0.0 1.4 30.9 0.0 1.4
HCM 2010 LOS C

GGS 042219 Page 9
50: Church St & University Ridge AM Peak Hour
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 303 500 506 223 285 110 243 1754 34 67 1717 916
Arrive On Green 0.09 0.27 0.27 0.11 0.11 0.11 0.05 0.50 0.50 0.04 0.49 0.49
Sat Flow, veh/h 3408 1881 1613 1292 2508 966 1792 3519 68 1707 3505 1582
Grp Volume(v), veh/h 215 95 22 51 122 123 89 647 677 52 1177 334
Q Serve(g_s), s 5.8 3.7 0.9 3.4 6.2 6.5 2.3 27.7 27.7 2.8 24.3 10.6
Cycle Q Clear(g_c), s 5.8 3.7 0.9 3.4 6.2 6.5 2.3 27.7 27.7 2.8 24.3 10.6
Prop In Lane 1.00 1.00 1.00 0.57 1.00 0.04 1.00 1.00
V/C Ratio(X) 0.71 0.19 0.04 0.23 0.60 0.64 0.37 0.74 0.74 0.77 0.69 0.36
Avail Cap(c_a), veh/h 867 1097 1018 419 471 450 613 874 914 326 1717 916
Incr Delay (d2), s/veh 3.1 0.2 0.0 0.5 2.9 3.5 0.9 5.6 5.4 16.8 2.2 1.1
LnGrp LOS D C C D D D B C C E C B
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 10
51: Church St & Haynie St/Pearl Ave AM Peak Hour
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 204 235 8 246 206 33 353 2374 58 269 2346 82
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.68 0.68 0.68 0.68 0.68 0.68
Sat Flow, veh/h 1184 1793 60 1307 1572 251 466 3495 85 335 3453 120
Grp Volume(v), veh/h 32 0 62 48 0 109 15 701 734 16 597 621
Q Serve(g_s), s 1.6 0.0 1.9 2.2 0.0 3.5 1.0 13.6 13.6 1.7 10.5 10.5
Cycle Q Clear(g_c), s 5.1 0.0 1.9 4.1 0.0 3.5 11.5 13.6 13.6 15.3 10.5 10.5
Prop In Lane 1.00 0.03 1.00 0.14 1.00 0.05 1.00 0.07
V/C Ratio(X) 0.16 0.00 0.26 0.20 0.00 0.46 0.04 0.59 0.59 0.06 0.50 0.50
Avail Cap(c_a), veh/h 535 0 761 611 0 749 353 1190 1242 269 1190 1238
Incr Delay (d2), s/veh 0.4 0.0 0.5 0.4 0.0 1.4 0.2 2.1 2.1 0.4 1.5 1.5
LnGrp LOS C C C C A A A A A A
Approach LOS C C A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A

GGS 042219 Page 11
54: Cleveland St & University Ridge AM Peak Hour
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 133 77 129 79 233 48 451 594 10 75 548 495
Arrive On Green 0.16 0.16 0.16 0.16 0.16 0.16 0.60 0.60 0.60 0.60 0.60 0.60
Sat Flow, veh/h 271 496 828 24 1499 309 578 985 17 3 908 821
Grp Volume(v), veh/h 156 0 0 83 0 0 364 0 0 154 0 0
Q Serve(g_s), s 2.1 0.0 0.0 0.0 0.0 0.0 2.4 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.4 0.0 0.0 2.0 0.0 0.0 5.3 0.0 0.0 1.9 0.0 0.0
Prop In Lane 0.25 0.52 0.04 0.17 0.41 0.01 0.01 0.47
V/C Ratio(X) 0.46 0.00 0.00 0.23 0.00 0.00 0.34 0.00 0.00 0.14 0.00 0.00
Avail Cap(c_a), veh/h 877 0 0 989 0 0 1056 0 0 1118 0 0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 0.9 0.0 0.0 0.3 0.0 0.0
LnGrp LOS C B A A
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 12
219: Augusta St/Augusta St & Field St AM Peak Hour

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Cap, veh/h 25 69 762 1539 1316 67
Arrive On Green 0.06 0.06 0.83 0.83 0.83 0.83
Sat Flow, veh/h 433 1209 904 1845 1578 80
Grp Volume(v), veh/h 73 0 86 485 0 457
Q Serve(g_s), s 4.8 0.0 2.6 6.5 0.0 6.9
Cycle Q Clear(g_c), s 4.8 0.0 9.6 6.5 0.0 6.9
Prop In Lane 0.26 0.73 1.00 0.05
V/C Ratio(X) 0.77 0.00 0.11 0.32 0.00 0.33
Avail Cap(c_a), veh/h 363 0 762 1539 0 1383
Incr Delay (d2), s/veh 17.0 0.0 0.3 0.5 0.0 0.6
LnGrp LOS E A A A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 97.7 97.7 12.3
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 74.0 74.0 24.0
Max Q Clear Time (g_c+I1), s 8.9 11.6 6.8
Green Ext Time (p_c), s 13.4 13.3 0.2
HCM 2010 LOS A
Notes

GGS 042219 Page 13
27: Augusta St /Augusta St & Driveway/University St AM Peak Hour
Intersection
Int Delay, s/veh 1.6
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 31 8 384 48 116 397 10
Future Vol, veh/h 1 0 2 5 1 31 8 384 48 116 397 10
Conflicting Peds, #/hr 4 0 2 2 0 4 2 0 8 8 0 2
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 33 9 413 52 125 427 11
Major/Minor Minor2 Minor1 Major1 Major2

Conflicting Flow All 1144 1174 436 1149 1153 451 440 0 0 473 0 0
Stage 1 684 684 - 464 464 - - - - - - -
Stage 2 460 490 - 685 689 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.5 6.5 6.27 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.86 4 3.363 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 179 193 625 148 199 598 1131 - - 1099 - -
Stage 1 442 452 - 512 567 - - - - - - -
Stage 2 585 552 - 382 450 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 147 161 623 128 166 591 1129 - - 1095 - -
Mov Cap-2 Maneuver 147 161 - 128 166 - - - - - - -
Stage 1 436 383 - 503 556 - - - - - - -
Stage 2 543 542 - 323 381 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 17.1 15.1 0.1 1.9
HCM LOS C C
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 1129 - - 300 133 591 1095 - -
HCM Lane V/C Ratio 0.008 - - 0.011 0.049 0.056 0.114 - -
HCM Control Delay (s) 8.2 0 - 17.1 33.4 11.5 8.7 0 -
HCM Lane LOS A A - C D B A A -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0.2 0.4 - -

GGS 042219 Page 1
31: Augusta St & Bradshaw Street AM Peak Hour
Intersection
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 30 52 449 62 48 385
Future Vol, veh/h 30 52 449 62 48 385
Conflicting Peds, #/hr 0 0 0 4 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 3 0 3 3 2 2
Mvmt Flow 34 59 510 70 55 438
Major/Minor Minor1 Major1 Major2

Conflicting Flow All 1096 549 0 0 585 0
Stage 1 549 - - - - -
Stage 2 547 - - - - -
Critical Hdwy 6.43 6.2 - - 4.12 -
Critical Hdwy Stg 1 5.43 - - - - -
Follow-up Hdwy 3.527 3.3 - - 2.218 -
Pot Cap-1 Maneuver 235 539 - - 990 -
Stage 1 577 - - - - -
Stage 2 578 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 221 537 - - 990 -
Mov Cap-2 Maneuver 424 - - - - -
Stage 1 575 - - - - -
Stage 2 546 - - - - -
Approach WB NB SB
HCM Control Delay, s 14.1 0 1
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT

Capacity (veh/h) - - 489 990 -
HCM Lane V/C Ratio - - 0.191 0.055 -
HCM Control Delay (s) - - 14.1 8.8 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.7 0.2 -

GGS 042219 Page 2
33: Augusta St & Harris St AM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 48 72 587 173 155 588
Future Vol, veh/h 48 72 587 173 155 588
Grade, % 0 - 0 - - 0
Mvmt Flow 52 77 631 186 167 632

Stage 1 731 - - - - -
Stage 2 966 - - - - -
Critical Hdwy 6.4 6.23 - - 4.1 -
Follow-up Hdwy 3.5 3.327 - - 2.2 -
Pot Cap-1 Maneuver 103 420 - - 815 -
Stage 1 480 - - - - -
Stage 2 372 - - - - -
Mov Cap-1 Maneuver 81 417 - - 815 -
Stage 1 477 - - - - -
Stage 2 296 - - - - -
Approach WB NB SB
HCM Control Delay, s 22.9 0 2.2
HCM LOS C

HCM Lane V/C Ratio - - 0.393 0.204 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 1.8 0.8 -

GGS 042219 Page 3
35: Augusta St & Claussen Ave AM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 21 8 759 3 10 619
Future Vol, veh/h 21 8 759 3 10 619
Grade, % 0 - 0 - - 0
Mvmt Flow 22 8 799 3 11 652

Stage 1 808 - - - - -
Stage 2 673 - - - - -
Critical Hdwy 6.4 6.2 - - 4.1 -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 139 384 - - 825 -
Stage 1 442 - - - - -
Stage 2 511 - - - - -
Mov Cap-1 Maneuver 136 381 - - 825 -
Stage 1 439 - - - - -
Stage 2 504 - - - - -
Approach WB NB SB
HCM LOS C

HCM Lane V/C Ratio - - 0.087 0.013 -
HCM Lane LOS - - C A -
HCM 95th %tile Q(veh) - - 0.3 0 -

GGS 042219 Page 4
37: Augusta St & Driveway/Thruston Ave AM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 3 13 0 6 24 759 52 3 609 29
Future Vol, veh/h 0 0 3 13 0 6 24 759 52 3 609 29
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 13 0 6 25 782 54 3 628 30

Stage 1 649 649 - 861 861 - - - - - - -
Stage 2 862 888 - 652 664 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 100 117 476 99 119 383 939 - - 805 - -
Stage 1 462 469 - 353 375 - - - - - - -
Stage 2 353 365 - 460 461 - - - - - - -
Mov Cap-1 Maneuver 96 113 476 96 115 382 938 - - 805 - -
Mov Cap-2 Maneuver 96 113 - 96 115 - - - - - - -
Stage 1 450 467 - 343 364 - - - - - - -
Stage 2 338 355 - 455 459 - - - - - - -
HCM Control Delay, s 12.6 38.8 0.3 0
HCM LOS B E
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 938 - - 476 126 805 - -
HCM Lane V/C Ratio 0.026 - - 0.006 0.155 0.004 - -
HCM Control Delay (s) 8.9 - - 12.6 38.8 9.5 - -
HCM Lane LOS A - - B E A - -
HCM 95th %tile Q(veh) 0.1 - - 0 0.5 0 - -

GGS 042219 Page 5
40: Augusta St & Augusta Walk/Haynie St AM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 138 2 832 4 77 652 0
Future Vol, veh/h 0 0 0 1 0 138 2 832 4 77 652 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 148 2 895 4 83 701 0

Stage 1 868 868 - 903 903 - - - - - - -
Stage 2 452 905 - 867 868 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.945 4.1 - - 4.175 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3285 2.2 - - 2.2475 - -
Pot Cap-1 Maneuver 126 84 442 60 84 554 905 - - 737 - -
Stage 1 350 372 - 303 359 - - - - - - -
Stage 2 562 358 - 350 372 - - - - - - -
Mov Cap-1 Maneuver 84 74 442 55 74 553 905 - - 737 - -
Mov Cap-2 Maneuver 84 74 - 55 74 - - - - - - -
Stage 1 348 330 - 301 357 - - - - - - -
Stage 2 410 356 - 311 330 - - - - - - -
HCM Control Delay, s 0 14.7 0 1.1
HCM LOS A B
Capacity (veh/h) 905 - - - 519 737 - -
HCM Lane V/C Ratio 0.002 - - - 0.288 0.112 - -
HCM Control Delay (s) 9 0 - 0 14.7 10.5 - -
HCM Lane LOS A A - A B B - -
HCM 95th %tile Q(veh) 0 - - - 1.2 0.4 - -

GGS 042219 Page 6
59: Haynie St & Howe St AM Peak Hour
Intersection
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 6 104 135 23 12 9
Future Vol, veh/h 6 104 135 23 12 9
Sign Control Free Free Free Free Stop Stop
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Mvmt Flow 6 109 142 24 13 9
Major/Minor Major1 Major2 Minor2

Conflicting Flow All 166 0 - 0 276 154
Stage 1 - - - - 154 -
Stage 2 - - - - 122 -
Critical Hdwy 4.1 - - - 6.92 6.49
Critical Hdwy Stg 1 - - - - 5.92 -
Follow-up Hdwy 2.2 - - - 3.608 3.381
Pot Cap-1 Maneuver 1424 - - - 672 866
Stage 1 - - - - 836 -
Stage 2 - - - - 867 -
Mov Cap-1 Maneuver 1424 - - - 669 866
Mov Cap-2 Maneuver - - - - 669 -
Stage 1 - - - - 836 -
Stage 2 - - - - 864 -
Approach EB WB SB
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1

Capacity (veh/h) 1424 - - - 741
HCM Lane V/C Ratio 0.004 - - - 0.03
HCM Control Delay (s) 7.5 0 - - 10
HCM Lane LOS A A - - B
HCM 95th %tile Q(veh) 0 - - - 0.1

GGS 042219 Page 7
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing
Intersection: 27: Augusta St /Augusta St & Driveway/University St

Movement EB WB WB NB SB
Directions Served LTR LT R LTR LTR
Maximum Queue (ft) 31 57 74 88 253
Average Queue (ft) 3 5 23 8 66
95th Queue (ft) 19 30 54 43 156
Link Distance (ft) 208 655 699 354
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 75
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 0
Intersection: 31: Augusta St & Bradshaw Street

Movement WB SB SB
Directions Served LR L T
Maximum Queue (ft) 88 56 174
Average Queue (ft) 38 15 38
95th Queue (ft) 71 43 125
Link Distance (ft) 377 270
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Intersection: 33: Augusta St & Harris St

Movement WB NB SB SB
Directions Served LR TR L T
Maximum Queue (ft) 171 33 72 213
Average Queue (ft) 69 6 42 18
95th Queue (ft) 140 23 69 104
Link Distance (ft) 334 210 280
Storage Blk Time (%) 7
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report

GGS 042219 Page 1
Intersection: 35: Augusta St & Claussen Ave

95th Queue (ft) 54 21 27 80
Intersection: 37: Augusta St & Driveway/Thruston Ave

Movement EB WB NB NB SB SB
Directions Served LTR LTR L TR L TR
Maximum Queue (ft) 29 52 52 63 30 99
Average Queue (ft) 1 14 13 2 1 41
95th Queue (ft) 10 43 40 28 12 109
Storage Bay Dist (ft) 50 50
Storage Blk Time (%) 1 0 0 7
Queuing Penalty (veh) 7 0 0 0
Intersection: 40: Augusta St & Augusta Walk/Haynie St

Movement WB NB NB SB
Directions Served LTR LT TR L
95th Queue (ft) 86 36 17 65
Storage Bay Dist (ft)
Storage Blk Time (%)

GGS 042219 Page 2
Intersection: 59: Haynie St & Howe St

Movement SB
Directions Served LR
Maximum Queue (ft) 58
Average Queue (ft) 16
95th Queue (ft) 48
Link Distance (ft) 365
Zone Summary
Zone wide Queuing Penalty: 77

GGS 042219 Page 3
Intersection: 24: Augusta St /Augusta St & Dunbar St

Movement EB EB NB NB SB
Directions Served L R L T TR
Maximum Queue (ft) 242 222 215 116 210
Average Queue (ft) 141 105 135 43 169
95th Queue (ft) 225 190 217 93 241
Link Distance (ft) 584 584 194 194 189
Upstream Blk Time (%) 3 11
Intersection: 26: Augusta St/River Street & Main Street

Movement EB EB WB WB NB NB SB SB
Directions Served L TR L TR T R T R
Maximum Queue (ft) 54 171 75 133 276 190 358 115
Average Queue (ft) 29 58 35 41 143 32 216 51
95th Queue (ft) 61 122 69 94 237 139 332 131
Storage Bay Dist (ft) 30 50 140 90
Storage Blk Time (%) 7 34 7 7 8 37 0
Queuing Penalty (veh) 8 18 5 5 6 18 0
Intersection: 28: Augusta St & Vardry St

Maximum Queue (ft) 135 211 195 197 139
95th Queue (ft) 118 160 156 145 168
Storage Bay Dist (ft) 110 800 200

GGS 042219 Page 1
Intersection: 42: Mills Ave./Church St & Augusta St /Augusta St.

Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T TR L T TR L T TR L L T
Maximum Queue (ft) 48 174 202 141 342 424 225 885 861 172 202 298
Average Queue (ft) 12 75 104 39 181 248 197 512 485 88 106 154
95th Queue (ft) 38 148 189 93 295 381 282 795 774 158 181 263
Link Distance (ft) 1308 1308 713 713 1468 1468 1757
Storage Bay Dist (ft) 160 190 175 325 325
Storage Blk Time (%) 0 5 16 55 0
Queuing Penalty (veh) 0 4 83 110 0

Movement SB
Directions Served TR
95th Queue (ft) 274
Intersection: 43: Church St & Beattie Pl

Movement WB WB WB WB WB NB NB NB SB SB
Directions Served L LT T T TR L T T T TR
Maximum Queue (ft) 428 429 343 222 236 308 259 293 195 218
Average Queue (ft) 248 261 135 130 126 216 158 158 165 176
95th Queue (ft) 371 379 222 198 198 327 234 248 217 219
Link Distance (ft) 781 781 781 781 781 300 300 300 174 174
Upstream Blk Time (%) 4 0 8 10

GGS 042219 Page 2
Intersection: 45: Church St & E North St

Movement EB EB EB EB NB NB NB SB SB SB
Directions Served L T T TR T T R L T T
Maximum Queue (ft) 347 494 461 395 262 281 190 56 402 422
Average Queue (ft) 67 378 316 234 129 113 118 15 353 366
95th Queue (ft) 232 494 424 342 215 235 212 44 454 476
Link Distance (ft) 463 463 463 310 310 300 300 300
Upstream Blk Time (%) 0 3 0 0 0 18 23
Storage Blk Time (%) 4 3 7
Queuing Penalty (veh) 2 18 30
Intersection: 49: Church St & Washington St

Directions Served L T R L T R T T R L T T
Maximum Queue (ft) 210 232 47 250 472 66 390 452 93 88 96 112
Average Queue (ft) 103 130 15 170 166 23 165 198 29 30 38 54
95th Queue (ft) 184 211 38 275 337 55 327 366 67 69 83 101
Link Distance (ft) 527 665 1845 1845 237 237
Storage Bay Dist (ft) 250 250 200 325 530 130

Movement SB
Directions Served R
95th Queue (ft) 34
Link Distance (ft)

GGS 042219 Page 3
Intersection: 50: Church St & University Ridge

Movement EB EB EB EB WB WB WB NB NB NB SB SB
Directions Served L L T R L T TR L T TR L T
Maximum Queue (ft) 118 116 126 44 72 132 145 222 417 413 174 301
Average Queue (ft) 36 59 39 12 25 63 76 59 230 245 40 171
95th Queue (ft) 85 103 86 36 60 113 125 208 396 414 127 278
Link Distance (ft) 1490 777 777 1025 1025 1149

Movement SB SB
Directions Served T R
Maximum Queue (ft) 333 272
Average Queue (ft) 175 44
95th Queue (ft) 283 173
Intersection: 51: Church St & Haynie St/Pearl Ave

Movement EB EB WB WB NB NB NB SB SB SB
Directions Served L TR L TR L T TR L T TR
Maximum Queue (ft) 74 123 85 154 72 255 269 75 297 300
Average Queue (ft) 16 42 28 54 4 110 125 9 124 127
95th Queue (ft) 52 89 65 98 35 224 245 44 257 259
Link Distance (ft) 543 1009 1757 1757 1025 1025
Storage Blk Time (%) 1 9 0 2 2 4
Queuing Penalty (veh) 1 3 0 1 0 1

GGS 042219 Page 4
Intersection: 54: Cleveland St & University Ridge

Movement EB WB NB SB
Directions Served LTR LTR LTR LTR
95th Queue (ft) 94 71 134 63
Intersection: 219: Augusta St/Augusta St & Field St

Movement EB NB NB SB
Directions Served LR L T TR
95th Queue (ft) 72 75 124 118
Zone Summary

GGS 042219 Page 5
University Ridge TIS 2026 No Build

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 264 397 677 1380 917 157
Arrive On Green 0.15 0.15 0.11 0.74 1.00 1.00
Sat Flow, veh/h 1757 1538 1740 1863 1550 265
Grp Volume(v), veh/h 231 214 385 709 0 719
Q Serve(g_s), s 14.2 13.2 8.8 17.5 0.0 0.0
Cycle Q Clear(g_c), s 14.2 13.2 8.8 17.5 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.15
V/C Ratio(X) 0.87 0.54 0.57 0.51 0.00 0.67
Avail Cap(c_a), veh/h 319 446 845 1380 0 1074
Incr Delay (d2), s/veh 17.8 0.4 0.8 0.5 0.0 3.3
LnGrp LOS E D A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 1
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Cap, veh/h 409 398 0 405 353 47 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1529 205 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 60 99 0 77 0 76 0 402 88 0 513 59
Q Serve(g_s), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 15.0 3.1 0.0 20.5 2.2
Cycle Q Clear(g_c), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 15.0 3.1 0.0 20.5 2.2
Prop In Lane 1.00 0.00 1.00 0.12 0.00 1.00 0.00 1.00
V/C Ratio(X) 0.15 0.25 0.00 0.19 0.00 0.19 0.00 0.71 0.18 0.00 0.90 0.13
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
Incr Delay (d2), s/veh 0.8 1.5 0.0 1.0 0.0 1.1 0.0 7.3 0.8 0.0 19.1 0.6
LnGrp LOS C C C C C C D C
Approach LOS C C C D
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 2
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Cap, veh/h 383 398 414 748 1262 0 0 889 121
Arrive On Green 0.21 0.00 0.21 0.10 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1605 218
Grp Volume(v), veh/h 123 0 438 309 454 0 0 0 477
Q Serve(g_s), s 6.4 0.0 23.5 7.6 11.2 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 6.4 0.0 23.5 7.6 11.2 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12
V/C Ratio(X) 0.32 0.00 1.06 0.41 0.36 0.00 0.00 0.00 0.47
Avail Cap(c_a), veh/h 383 398 414 1040 1262 0 0 0 1009
Incr Delay (d2), s/veh 0.5 0.0 60.5 0.4 0.2 0.0 0.0 0.0 1.6
LnGrp LOS D F A A A
Approach LOS F A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C
Notes

GGS 042219 Page 3
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 155 798 219 239 672 357 259 1077 49 530 1136 31
Arrive On Green 0.04 0.29 0.29 0.05 0.30 0.30 0.15 0.32 0.32 0.15 0.33 0.33
Sat Flow, veh/h 1774 2735 749 1810 2229 1183 1774 3386 153 3442 3482 96
Grp Volume(v), veh/h 69 357 348 82 494 455 228 592 614 469 401 419
Q Serve(g_s), s 3.0 19.7 19.8 3.4 29.6 29.6 13.9 35.0 35.0 14.7 22.0 22.0
Cycle Q Clear(g_c), s 3.0 19.7 19.8 3.4 29.6 29.6 13.9 35.0 35.0 14.7 22.0 22.0
Prop In Lane 1.00 0.44 1.00 0.72 1.00 0.08 1.00 0.05
V/C Ratio(X) 0.44 0.69 0.70 0.34 0.92 0.92 0.88 1.07 1.07 0.88 0.70 0.70
Avail Cap(c_a), veh/h 205 516 500 273 535 493 323 553 573 563 571 596
Incr Delay (d2), s/veh 0.7 7.4 7.8 0.3 23.8 25.2 20.0 58.6 58.2 13.0 3.3 3.2
LnGrp LOS C D D C E E E F F E D D
Approach LOS D E F D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
HCM 2010 LOS E

GGS 042219 Page 5
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 568 2337 35 340 2003 0 0 1220 133
Arrive On Green 0.31 0.31 0.31 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7445 110 1774 3495 0 0 3283 349
Grp Volume(v), veh/h 440 1499 488 289 685 0 0 681 695
Q Serve(g_s), s 30.0 33.3 33.3 17.9 23.6 0.0 0.0 52.0 52.0
Cycle Q Clear(g_c), s 30.0 33.3 33.3 17.9 23.6 0.0 0.0 52.0 52.0
Prop In Lane 1.00 0.06 1.00 0.00 0.00 0.20
V/C Ratio(X) 0.77 0.84 0.84 0.85 0.34 0.00 0.00 1.01 1.02
Avail Cap(c_a), veh/h 585 1844 600 359 2003 0 0 672 681
Incr Delay (d2), s/veh 6.7 3.7 10.4 14.3 0.4 0.0 0.0 32.7 34.2
LnGrp LOS D D D E C F F
Approach LOS D D D
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D
Notes

GGS 042219 Page 6
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 527 1394 110 0 2045 922 268 2197 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.02 0.83 0.00
Sat Flow, veh/h 1810 4788 378 0 3668 1612 1774 3632 0
Grp Volume(v), veh/h 57 912 482 0 932 629 32 2703 0
Q Serve(g_s), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Cycle Q Clear(g_c), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
V/C Ratio(X) 0.11 0.93 0.93 0.00 0.46 0.68 0.12 1.23 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2045 922 339 2197 0
Incr Delay (d2), s/veh 0.1 13.7 22.0 0.0 0.6 3.4 0.0 104.1 0.0
Approach LOS E A F
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS E

GGS 042219 Page 8
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 183 250 207 190 243 210 0 2234 1027 227 2436 1109
Arrive On Green 0.06 0.14 0.14 0.06 0.14 0.14 0.00 0.64 0.64 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1530 1757 1792 1548 0 3597 1611 1774 3539 1611
Grp Volume(v), veh/h 142 200 38 215 196 68 0 1362 177 52 1724 144
Q Serve(g_s), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 31.3 6.1 1.4 0.0 0.0
Cycle Q Clear(g_c), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 31.3 6.1 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.77 0.80 0.18 1.13 0.81 0.32 0.00 0.61 0.17 0.23 0.71 0.13
Avail Cap(c_a), veh/h 183 488 405 190 474 410 0 2234 1027 294 2436 1109
Incr Delay (d2), s/veh 17.0 5.9 0.4 104.7 6.3 0.9 0.0 1.2 0.4 0.1 1.3 0.2
LnGrp LOS E E D F E D B B B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 9
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 320 520 523 229 301 116 219 1722 33 72 1693 913
Arrive On Green 0.09 0.28 0.28 0.12 0.12 0.12 0.05 0.49 0.49 0.04 0.48 0.48
Sat Flow, veh/h 3408 1881 1613 1281 2506 968 1792 3520 68 1707 3505 1582
Grp Volume(v), veh/h 232 103 24 55 133 133 96 700 733 56 1275 362
Q Serve(g_s), s 6.4 4.0 1.0 3.8 6.8 7.2 2.5 32.6 32.7 3.1 28.4 12.1
Cycle Q Clear(g_c), s 6.4 4.0 1.0 3.8 6.8 7.2 2.5 32.6 32.7 3.1 28.4 12.1
Prop In Lane 1.00 1.00 1.00 0.57 1.00 0.04 1.00 1.00
V/C Ratio(X) 0.73 0.20 0.05 0.24 0.62 0.65 0.44 0.82 0.82 0.78 0.75 0.40
Avail Cap(c_a), veh/h 851 1077 1001 408 462 442 580 858 897 320 1693 913
Incr Delay (d2), s/veh 3.1 0.2 0.0 0.5 3.0 3.5 1.4 8.4 8.2 16.7 3.2 1.3
LnGrp LOS D C C D D D B C C E C B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 10
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 207 250 8 251 219 35 316 2351 59 238 2326 80
Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.14 0.67 0.67 0.67 0.67 0.67 0.67
Sat Flow, veh/h 1176 1800 55 1300 1574 249 423 3492 87 298 3455 119
Grp Volume(v), veh/h 35 0 68 52 0 117 16 760 796 17 646 673
Q Serve(g_s), s 1.8 0.0 2.1 2.4 0.0 3.8 1.3 16.0 16.1 2.2 12.2 12.2
Cycle Q Clear(g_c), s 5.6 0.0 2.1 4.5 0.0 3.8 13.5 16.0 16.1 18.3 12.2 12.2
Prop In Lane 1.00 0.03 1.00 0.14 1.00 0.05 1.00 0.07
V/C Ratio(X) 0.17 0.00 0.26 0.21 0.00 0.46 0.05 0.64 0.65 0.07 0.55 0.55
Avail Cap(c_a), veh/h 522 0 755 599 0 742 316 1179 1231 238 1179 1227
Incr Delay (d2), s/veh 0.4 0.0 0.5 0.4 0.0 1.3 0.3 2.7 2.6 0.6 1.8 1.8
LnGrp LOS C C C C A A A B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A

GGS 042219 Page 11
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 134 82 137 77 245 54 443 587 10 74 543 489
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.60 0.60 0.60 0.60 0.60 0.60
Sat Flow, veh/h 269 495 830 21 1483 325 573 984 16 3 910 820
Grp Volume(v), veh/h 169 0 0 90 0 0 394 0 0 167 0 0
Q Serve(g_s), s 2.4 0.0 0.0 0.0 0.0 0.0 3.3 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.9 0.0 0.0 2.2 0.0 0.0 6.1 0.0 0.0 2.2 0.0 0.0
Prop In Lane 0.25 0.52 0.03 0.18 0.41 0.01 0.01 0.47
V/C Ratio(X) 0.48 0.00 0.00 0.24 0.00 0.00 0.38 0.00 0.00 0.15 0.00 0.00
Avail Cap(c_a), veh/h 866 0 0 977 0 0 1039 0 0 1106 0 0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.0
LnGrp LOS C B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 12

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Cap, veh/h 26 75 725 1530 1309 67
Arrive On Green 0.06 0.06 0.83 0.83 0.83 0.83
Sat Flow, veh/h 421 1221 872 1845 1578 80
Grp Volume(v), veh/h 79 0 93 525 0 496
Q Serve(g_s), s 5.1 0.0 3.2 7.5 0.0 8.0
Cycle Q Clear(g_c), s 5.1 0.0 11.2 7.5 0.0 8.0
Prop In Lane 0.25 0.73 1.00 0.05
V/C Ratio(X) 0.77 0.00 0.13 0.34 0.00 0.36
Avail Cap(c_a), veh/h 363 0 725 1530 0 1375
Incr Delay (d2), s/veh 16.0 0.0 0.4 0.6 0.0 0.7
LnGrp LOS E A A A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
HCM 2010 LOS A
Notes

GGS 042219 Page 13
Intersection
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 34 9 416 52 126 430 11
Future Vol, veh/h 1 0 2 5 1 34 9 416 52 126 430 11
Storage Length - - - - - 75 - - - - - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 37 10 447 56 135 462 12

Stage 1 741 741 - 503 503 - - - - - - -
Stage 2 499 531 - 742 747 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.5 6.5 6.27 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.3 3.86 4 3.363 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 153 169 596 126 174 571 1097 - - 1065 - -
Stage 1 411 426 - 487 545 - - - - - - -
Stage 2 557 529 - 354 423 - - - - - - -
Mov Cap-1 Maneuver 121 137 594 107 141 564 1095 - - 1061 - -
Mov Cap-2 Maneuver 121 137 - 107 141 - - - - - - -
Stage 1 405 352 - 477 534 - - - - - - -
Stage 2 511 518 - 291 349 - - - - - - -
HCM LOS C C
Capacity (veh/h) 1095 - - 258 111 564 1061 - -
HCM Lane V/C Ratio 0.009 - - 0.013 0.058 0.065 0.128 - -
HCM Lane LOS A A - C E B A A -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0.2 0.4 - -

GGS 042219 Page 1
Intersection
Lane Configurations
Traffic Vol, veh/h 32 56 486 67 52 417
Future Vol, veh/h 32 56 486 67 52 417
Grade, % 0 - 0 - - 0
Mvmt Flow 36 64 552 76 59 474

Stage 1 594 - - - - -
Stage 2 592 - - - - -
Critical Hdwy 6.43 6.2 - - 4.12 -
Follow-up Hdwy 3.527 3.3 - - 2.218 -
Pot Cap-1 Maneuver 208 509 - - 951 -
Stage 1 550 - - - - -
Stage 2 551 - - - - -
Mov Cap-1 Maneuver 194 507 - - 951 -
Stage 1 548 - - - - -
Stage 2 517 - - - - -
Approach WB NB SB
HCM Control Delay, s 15 0 1
HCM LOS C

HCM Lane V/C Ratio - - 0.217 0.062 -
HCM Control Delay (s) - - 15 9 -
HCM 95th %tile Q(veh) - - 0.8 0.2 -

GGS 042219 Page 2
Intersection
Lane Configurations
Traffic Vol, veh/h 52 78 636 187 168 637
Future Vol, veh/h 52 78 636 187 168 637
Grade, % 0 - 0 - - 0
Mvmt Flow 56 84 684 201 181 685

Stage 1 791 - - - - -
Stage 2 1046 - - - - -
Critical Hdwy 6.4 6.23 - - 4.1 -
Follow-up Hdwy 3.5 3.327 - - 2.2 -
Pot Cap-1 Maneuver 84 388 - - 769 -
Stage 1 450 - - - - -
Stage 2 341 - - - - -
Stage 1 447 - - - - -
Stage 2 261 - - - - -
Approach WB NB SB
HCM LOS D

HCM Lane V/C Ratio - - 0.472 0.235 -
HCM Lane LOS - - D B -
HCM 95th %tile Q(veh) - - 2.4 0.9 -

GGS 042219 Page 3
Intersection
Lane Configurations
Traffic Vol, veh/h 23 9 822 3 11 670
Future Vol, veh/h 23 9 822 3 11 670
Grade, % 0 - 0 - - 0
Mvmt Flow 24 9 865 3 12 705

Stage 1 874 - - - - -
Stage 2 728 - - - - -
Critical Hdwy 6.4 6.2 - - 4.1 -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 118 352 - - 780 -
Stage 1 412 - - - - -
Stage 2 482 - - - - -
Mov Cap-1 Maneuver 115 350 - - 780 -
Stage 1 409 - - - - -
Stage 2 475 - - - - -
Approach WB NB SB
HCM LOS C

HCM Lane V/C Ratio - - 0.104 0.015 -
HCM 95th %tile Q(veh) - - 0.3 0 -

GGS 042219 Page 4
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 3 14 0 6 26 822 56 3 659 31
Future Vol, veh/h 0 0 3 14 0 6 26 822 56 3 659 31
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 14 0 6 27 847 58 3 679 32

Stage 1 702 702 - 932 932 - - - - - - -
Stage 2 933 961 - 704 718 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 82 98 445 82 100 350 898 - - 759 - -
Stage 1 432 443 - 322 348 - - - - - - -
Stage 2 322 337 - 431 436 - - - - - - -
Mov Cap-1 Maneuver 78 94 445 79 96 349 897 - - 759 - -
Mov Cap-2 Maneuver 78 94 - 79 96 - - - - - - -
Stage 1 419 441 - 312 337 - - - - - - -
Stage 2 307 326 - 426 434 - - - - - - -
HCM LOS B E
Capacity (veh/h) 897 - - 445 103 759 - -
HCM Lane V/C Ratio 0.03 - - 0.007 0.2 0.004 - -
HCM Lane LOS A - - B E A - -
HCM 95th %tile Q(veh) 0.1 - - 0 0.7 0 - -

GGS 042219 Page 5
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 149 2 901 4 83 706 0
Future Vol, veh/h 0 0 0 1 0 149 2 901 4 83 706 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 160 2 969 4 89 759 0

Stage 1 939 939 - 977 977 - - - - - - -
Stage 2 489 979 - 938 939 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.945 4.1 - - 4.175 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3285 2.2 - - 2.2475 - -
Pot Cap-1 Maneuver 105 68 409 47 68 523 861 - - 690 - -
Stage 1 320 345 - 273 332 - - - - - - -
Stage 2 534 331 - 320 345 - - - - - - -
Mov Cap-1 Maneuver 65 59 409 42 59 522 861 - - 690 - -
Mov Cap-2 Maneuver 65 59 - 42 59 - - - - - - -
Stage 1 318 300 - 271 330 - - - - - - -
Stage 2 368 329 - 279 300 - - - - - - -
HCM LOS A C
Capacity (veh/h) 861 - - - 485 690 - -
HCM Lane V/C Ratio 0.002 - - - 0.333 0.129 - -
HCM Control Delay (s) 9.2 0 - 0 16.1 11 - -
HCM Lane LOS A A - A C B - -
HCM 95th %tile Q(veh) 0 - - - 1.4 0.4 - -

GGS 042219 Page 6
Intersection
Lane Configurations
Traffic Vol, veh/h 6 113 146 25 13 10
Future Vol, veh/h 6 113 146 25 13 10
Grade, % - -6 5 - 2 -
Mvmt Flow 6 119 154 26 14 11

Stage 1 - - - - 167 -
Stage 2 - - - - 132 -
Critical Hdwy 4.1 - - - 6.92 6.49
Follow-up Hdwy 2.2 - - - 3.608 3.381
Pot Cap-1 Maneuver 1408 - - - 650 851
Stage 1 - - - - 823 -
Stage 2 - - - - 857 -
Mov Cap-1 Maneuver 1408 - - - 647 851
Stage 1 - - - - 823 -
Stage 2 - - - - 853 -
Approach EB WB SB
HCM LOS B

Capacity (veh/h) 1408 - - - 722
HCM Lane V/C Ratio 0.004 - - - 0.034
HCM Control Delay (s) 7.6 0 - - 10.2
HCM 95th %tile Q(veh) 0 - - - 0.1

GGS 042219 Page 7
University Ridge Traffic Impact Study 2026 No Build

95th Queue (ft) 16 31 52 57 163

95th Queue (ft) 71 12 61 171

95th Queue (ft) 227 31 78 171
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamnb.syn SimTraffic Report

GGS 042219 Page 1

Movement WB SB SB
95th Queue (ft) 84 33 186

Maximum Queue (ft) 32 121 52 25 45 116
95th Queue (ft) 23 130 40 18 18 132

Movement WB NB NB SB
Directions Served LTR LT TR L
95th Queue (ft) 111 78 15 69

GGS 042219 Page 2

Movement EB WB SB
Directions Served LT TR LR
95th Queue (ft) 12 4 54
Zone Summary

GGS 042219 Page 3

Maximum Queue (ft) 278 207 216 125 214
Average Queue (ft) 156 94 164 56 192
95th Queue (ft) 254 170 231 114 234
Link Distance (ft) 584 584 194 194 189

Maximum Queue (ft) 56 153 72 83 319 187 451 115
Average Queue (ft) 25 58 36 39 140 14 262 57
95th Queue (ft) 59 120 68 77 258 84 434 143
Storage Blk Time (%) 6 32 8 9 9 45 0

Movement EB EB EB NB NB SB
Directions Served L T R L T TR
Maximum Queue (ft) 151 56 272 186 207 139
Average Queue (ft) 71 2 120 94 63 121
95th Queue (ft) 124 31 229 163 147 165

GGS 042219 Page 1

Maximum Queue (ft) 83 166 213 287 469 535 225 1522 1496 172 196 300
Average Queue (ft) 18 71 91 49 235 293 205 1063 1035 90 108 158
95th Queue (ft) 55 136 166 138 386 469 272 1787 1763 158 177 271
Link Distance (ft) 1308 1308 713 713 1468 1468 1757

Movement SB
95th Queue (ft) 283

Maximum Queue (ft) 750 760 728 588 264 308 282 289 209 212
Average Queue (ft) 519 531 328 196 143 229 154 146 184 183
95th Queue (ft) 849 850 766 484 229 333 251 241 196 196
Link Distance (ft) 781 781 781 781 781 300 300 300 174 174
Upstream Blk Time (%) 9 11 3 0 4 0 0 19 20
Queuing Penalty (veh) 41 53 13 0 13 0 0 118 129

GGS 042219 Page 2

Maximum Queue (ft) 462 501 478 460 251 299 190 57 402 422
Average Queue (ft) 98 427 361 274 131 126 129 17 377 395
95th Queue (ft) 338 533 482 403 229 252 216 47 446 472
Link Distance (ft) 463 463 463 310 310 300 300 300

Maximum Queue (ft) 227 260 63 250 700 375 396 464 135 89 133 156
Average Queue (ft) 113 141 15 242 592 189 186 244 34 32 41 65
95th Queue (ft) 197 224 42 290 850 475 362 438 85 70 95 116
Link Distance (ft) 527 665 1845 1845 237 237
Storage Blk Time (%) 0 0 87 4 0 0 0 1
Queuing Penalty (veh) 0 1 226 12 0 2 0 1

Movement SB
Directions Served R
95th Queue (ft) 22
Link Distance (ft)

GGS 042219 Page 3

Maximum Queue (ft) 127 140 108 43 86 153 161 274 490 524 175 351
Average Queue (ft) 49 69 44 11 28 72 94 52 287 300 55 203
95th Queue (ft) 99 115 93 36 68 124 150 185 460 480 155 331
Link Distance (ft) 1490 777 777 1025 1025 1149

Movement SB SB
95th Queue (ft) 357 228

Maximum Queue (ft) 60 112 84 126 24 270 343 132 295 317
Average Queue (ft) 19 34 34 57 4 115 135 14 138 137
95th Queue (ft) 52 79 71 102 14 223 256 61 260 268
Link Distance (ft) 543 1009 1757 1757 1025 1025

GGS 042219 Page 4

95th Queue (ft) 101 73 149 64

95th Queue (ft) 68 76 109 110
Zone Summary

GGS 042219 Page 5
University Ridge TIS 2026 Build

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 319 490 661 1321 837 129
Arrive On Green 0.18 0.18 0.14 0.71 1.00 1.00
Sat Flow, veh/h 1757 1538 1740 1863 1576 243
Grp Volume(v), veh/h 231 311 448 819 0 787
Q Serve(g_s), s 13.6 19.0 12.0 25.1 0.0 0.0
Cycle Q Clear(g_c), s 13.6 19.0 12.0 25.1 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.13
V/C Ratio(X) 0.72 0.63 0.68 0.62 0.00 0.81
Avail Cap(c_a), veh/h 319 490 778 1321 0 966
Incr Delay (d2), s/veh 6.8 2.1 1.9 1.0 0.0 7.5
LnGrp LOS D C A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 1
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Cap, veh/h 409 398 0 405 353 47 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1529 205 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 60 99 0 77 0 76 0 511 88 0 686 59
Q Serve(g_s), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 20.7 3.1 0.0 24.0 2.2
Cycle Q Clear(g_c), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 20.7 3.1 0.0 24.0 2.2
Prop In Lane 1.00 0.00 1.00 0.12 0.00 1.00 0.00 1.00
V/C Ratio(X) 0.15 0.25 0.00 0.19 0.00 0.19 0.00 0.90 0.18 0.00 1.20 0.13
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
Incr Delay (d2), s/veh 0.8 1.5 0.0 1.0 0.0 1.1 0.0 19.9 0.8 0.0 104.7 0.6
LnGrp LOS C C C C D C F C
Approach LOS C C D F
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS E

GGS 041919 Page 2
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Cap, veh/h 383 398 434 704 1262 0 0 855 129
Arrive On Green 0.21 0.00 0.21 0.11 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1580 238
Grp Volume(v), veh/h 223 0 438 350 555 0 0 0 603
Q Serve(g_s), s 12.3 0.0 23.5 8.9 14.8 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 12.3 0.0 23.5 8.9 14.8 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.13
V/C Ratio(X) 0.58 0.00 1.01 0.50 0.44 0.00 0.00 0.00 0.61
Avail Cap(c_a), veh/h 383 398 434 974 1262 0 0 0 984
Incr Delay (d2), s/veh 2.2 0.0 45.3 0.5 0.2 0.0 0.0 0.0 2.8
LnGrp LOS D F A A A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C
Notes

GGS 041919 Page 3
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 137 771 211 210 606 382 321 1083 44 563 1051 26
Arrive On Green 0.04 0.28 0.28 0.05 0.29 0.29 0.18 0.32 0.32 0.16 0.30 0.30
Sat Flow, veh/h 1774 2738 747 1810 2080 1308 1774 3403 138 3442 3493 87
Grp Volume(v), veh/h 69 392 381 82 568 516 294 655 681 521 444 463
Q Serve(g_s), s 3.0 22.5 22.6 3.5 32.1 32.1 17.9 35.0 35.0 16.4 26.1 26.1
Cycle Q Clear(g_c), s 3.0 22.5 22.6 3.5 32.1 32.1 17.9 35.0 35.0 16.4 26.1 26.1
Prop In Lane 1.00 0.44 1.00 0.81 1.00 0.08 1.00 0.05
V/C Ratio(X) 0.50 0.79 0.79 0.39 1.10 1.10 0.92 1.18 1.19 0.93 0.84 0.84
Avail Cap(c_a), veh/h 186 499 483 243 518 470 323 553 574 563 527 550
Incr Delay (d2), s/veh 1.1 11.8 12.3 0.4 68.4 70.9 29.5 100.4 100.7 17.7 9.4 9.0
LnGrp LOS C D D C F F E F F E D D
Approach LOS D F F D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
HCM 2010 LOS F

GGS 041919 Page 5
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 581 2394 32 340 2003 0 0 1241 115
Arrive On Green 0.32 0.32 0.32 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7459 100 1774 3495 0 0 3339 301
Grp Volume(v), veh/h 475 1647 538 289 797 0 0 784 809
Q Serve(g_s), s 32.9 37.5 37.6 17.9 27.8 0.0 0.0 52.0 52.0
Cycle Q Clear(g_c), s 32.9 37.5 37.6 17.9 27.8 0.0 0.0 52.0 52.0
Prop In Lane 1.00 0.05 1.00 0.00 0.00 0.17
V/C Ratio(X) 0.82 0.90 0.90 0.85 0.40 0.00 0.00 1.17 1.18
Avail Cap(c_a), veh/h 585 1844 602 359 2003 0 0 672 685
Incr Delay (d2), s/veh 9.2 6.6 16.9 13.8 0.5 0.0 0.0 86.6 92.6
LnGrp LOS D D E E C F F
Approach LOS D D F
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS E
Notes

GGS 041919 Page 6
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 527 1394 110 0 2045 922 233 2197 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.02 0.62 0.00
Sat Flow, veh/h 1810 4788 378 0 3668 1612 1774 3632 0
Grp Volume(v), veh/h 57 912 482 0 1047 732 32 3188 0
Q Serve(g_s), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Cycle Q Clear(g_c), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
V/C Ratio(X) 0.11 0.93 0.93 0.00 0.51 0.79 0.14 1.45 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2045 922 303 2197 0
Incr Delay (d2), s/veh 0.1 13.7 22.0 0.0 0.7 5.6 0.0 203.3 0.0
Approach LOS E A F
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS F

GGS 041919 Page 8
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 183 250 207 190 243 210 0 2234 1027 182 2436 1109
Arrive On Green 0.06 0.14 0.14 0.06 0.14 0.14 0.00 0.64 0.64 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1530 1757 1792 1548 0 3597 1611 1774 3539 1611
Grp Volume(v), veh/h 142 200 38 253 196 68 0 1573 200 52 2060 144
Q Serve(g_s), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Cycle Q Clear(g_c), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.77 0.80 0.18 1.33 0.81 0.32 0.00 0.70 0.19 0.29 0.85 0.13
Avail Cap(c_a), veh/h 183 488 405 190 474 410 0 2234 1027 249 2436 1109
Incr Delay (d2), s/veh 17.0 5.9 0.4 180.0 6.3 0.9 0.0 1.9 0.4 0.2 2.4 0.1
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 041919 Page 9
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 513 633 613 237 242 202 175 1571 30 72 1558 941
Arrive On Green 0.15 0.34 0.34 0.13 0.13 0.13 0.04 0.45 0.45 0.04 0.44 0.44
Sat Flow, veh/h 3408 1881 1614 1307 1881 1564 1792 3521 66 1707 3505 1582
Grp Volume(v), veh/h 425 99 6 55 181 76 86 712 745 56 1328 441
Q Serve(g_s), s 12.8 3.9 0.2 4.0 9.8 4.7 2.7 39.9 40.0 3.4 35.7 16.5
Cycle Q Clear(g_c), s 12.8 3.9 0.2 4.0 9.8 4.7 2.7 39.9 40.0 3.4 35.7 16.5
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
V/C Ratio(X) 0.83 0.16 0.01 0.23 0.75 0.38 0.49 0.91 0.91 0.78 0.85 0.47
Avail Cap(c_a), veh/h 776 982 913 378 446 371 505 782 818 292 1558 941
Incr Delay (d2), s/veh 4.7 0.1 0.0 0.5 4.5 1.2 2.1 16.5 16.1 16.5 6.1 1.7
LnGrp LOS D C C D D D C D D E C B
Approach LOS D D D C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 041919 Page 10
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 285 124 239 219 343 49 256 2143 54 197 2050 132
Arrive On Green 0.21 0.21 0.21 0.21 0.21 0.21 0.61 0.61 0.61 0.61 0.61 0.61
Sat Flow, veh/h 1166 579 1110 1140 1596 230 408 3492 87 298 3340 214
Grp Volume(v), veh/h 59 0 213 52 0 127 233 760 796 17 667 690
Q Serve(g_s), s 3.2 0.0 7.9 3.0 0.0 4.1 26.3 20.7 20.9 2.9 16.7 16.7
Cycle Q Clear(g_c), s 7.3 0.0 7.9 10.9 0.0 4.1 43.0 20.7 20.9 23.8 16.7 16.7
Prop In Lane 1.00 0.66 1.00 0.13 1.00 0.05 1.00 0.12
V/C Ratio(X) 0.21 0.00 0.59 0.24 0.00 0.32 0.91 0.71 0.71 0.09 0.62 0.62
Avail Cap(c_a), veh/h 467 0 627 397 0 678 256 1075 1122 197 1074 1108
Incr Delay (d2), s/veh 0.4 0.0 1.5 0.6 0.0 0.5 37.4 3.9 3.8 0.9 2.7 2.6
LnGrp LOS C C C C E B B B B B
Approach LOS C C B B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 11
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 139 82 140 77 253 55 447 571 9 74 522 500
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.59 0.59 0.59 0.59 0.59 0.59
Sat Flow, veh/h 287 480 821 21 1484 325 584 963 16 3 881 844
Grp Volume(v), veh/h 176 0 0 90 0 0 400 0 0 172 0 0
Q Serve(g_s), s 2.6 0.0 0.0 0.0 0.0 0.0 3.7 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 5.1 0.0 0.0 2.2 0.0 0.0 6.4 0.0 0.0 2.3 0.0 0.0
Prop In Lane 0.26 0.52 0.03 0.18 0.42 0.01 0.01 0.49
V/C Ratio(X) 0.49 0.00 0.00 0.23 0.00 0.00 0.39 0.00 0.00 0.16 0.00 0.00
Avail Cap(c_a), veh/h 859 0 0 971 0 0 1027 0 0 1096 0 0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.0
LnGrp LOS C B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 12

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Cap, veh/h 26 75 605 1530 1329 50
Arrive On Green 0.06 0.06 0.83 0.83 0.83 0.83
Sat Flow, veh/h 421 1221 751 1845 1602 61
Grp Volume(v), veh/h 79 0 93 626 0 657
Q Serve(g_s), s 5.1 0.0 4.4 9.6 0.0 12.3
Cycle Q Clear(g_c), s 5.1 0.0 16.6 9.6 0.0 12.3
Prop In Lane 0.25 0.73 1.00 0.04
V/C Ratio(X) 0.77 0.00 0.15 0.41 0.00 0.48
Avail Cap(c_a), veh/h 363 0 605 1530 0 1379
Incr Delay (d2), s/veh 16.0 0.0 0.5 0.8 0.0 1.2
LnGrp LOS E A A A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
HCM 2010 LOS A
Notes

GGS 041919 Page 13
Intersection
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 41 9 505 47 128 572 11
Future Vol, veh/h 1 0 2 5 1 41 9 505 47 128 572 11
Storage Length - - - - - 75 - - - - - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 44 10 543 51 138 615 12

Stage 1 898 898 - 596 596 - - - - - - -
Stage 2 592 621 - 899 904 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.5 6.5 6.27 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.3 3.86 4 3.363 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 103 120 488 83 123 505 963 - - 985 - -
Stage 1 337 361 - 430 495 - - - - - - -
Stage 2 496 482 - 287 358 - - - - - - -
Mov Cap-1 Maneuver 76 92 486 67 94 499 961 - - 981 - -
Mov Cap-2 Maneuver 76 92 - 67 94 - - - - - - -
Stage 1 331 282 - 420 483 - - - - - - -
Stage 2 442 471 - 224 280 - - - - - - -
HCM LOS D C
Capacity (veh/h) 961 - - 174 70 499 981 - -
HCM Lane V/C Ratio 0.01 - - 0.019 0.092 0.088 0.14 - -
HCM Lane LOS A A - D F B A A -
HCM 95th %tile Q(veh) 0 - - 0.1 0.3 0.3 0.5 - -

GGS 041919 Page 1
Intersection
Lane Configurations
Traffic Vol, veh/h 76 79 546 139 118 488
Future Vol, veh/h 76 79 546 139 118 488
Grade, % 0 - 0 - - 0
Mvmt Flow 86 90 620 158 134 555

Stage 1 703 - - - - -
Stage 2 823 - - - - -
Critical Hdwy 6.43 6.2 - - 4.12 -
Follow-up Hdwy 3.527 3.3 - - 2.218 -
Pot Cap-1 Maneuver 129 441 - - 836 -
Stage 1 489 - - - - -
Stage 2 430 - - - - -
Mov Cap-1 Maneuver 108 439 - - 836 -
Stage 1 487 - - - - -
Stage 2 361 - - - - -
Approach WB NB SB
HCM Control Delay, s 25 0 2
HCM LOS D

HCM Lane V/C Ratio - - 0.5 0.16 -
HCM Control Delay (s) - - 25 10.1 -
HCM 95th %tile Q(veh) - - 2.7 0.6 -

GGS 041919 Page 2
Intersection
Lane Configurations
Traffic Vol, veh/h 47 70 770 168 158 728
Future Vol, veh/h 47 70 770 168 158 728
Grade, % 0 - 0 - - 0
Mvmt Flow 51 75 828 181 170 783

Stage 1 925 - - - - -
Stage 2 1123 - - - - -
Critical Hdwy 6.4 6.23 - - 4.1 -
Follow-up Hdwy 3.5 3.327 - - 2.2 -
Stage 1 389 - - - - -
Stage 2 314 - - - - -
Mov Cap-1 Maneuver ~ 46 323 - - 691 -
Stage 1 386 - - - - -
Stage 2 237 - - - - -
Approach WB NB SB
HCM LOS D

HCM Lane V/C Ratio - - 0.493 0.246 -
HCM 95th %tile Q(veh) - - 2.5 1 -
Notes
~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon

GGS 041919 Page 3
Intersection
Lane Configurations
Traffic Vol, veh/h 47 58 906 38 42 729
Future Vol, veh/h 47 58 906 38 42 729
Grade, % 0 - 0 - - 0
Mvmt Flow 49 61 954 40 44 767

Stage 1 981 - - - - -
Stage 2 856 - - - - -
Critical Hdwy 6.4 6.2 - - 4.1 -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Stage 1 366 - - - - -
Stage 2 420 - - - - -
Stage 1 364 - - - - -
Stage 2 394 - - - - -
Approach WB NB SB
HCM LOS D

HCM Lane V/C Ratio - - 0.389 0.063 -
HCM 95th %tile Q(veh) - - 1.8 0.2 -

GGS 041919 Page 4
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 3 26 0 54 26 892 85 35 712 31
Future Vol, veh/h 0 0 3 26 0 54 26 892 85 35 712 31
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 27 0 56 27 920 88 36 734 32

Stage 1 822 822 - 1019 1019 - - - - - - -
Stage 2 1045 1063 - 825 838 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 56 71 414 58 74 312 856 - - 695 - -
Stage 1 371 391 - 288 317 - - - - - - -
Stage 2 279 302 - 370 384 - - - - - - -
Mov Cap-1 Maneuver 43 65 414 54 68 311 855 - - 695 - -
Mov Cap-2 Maneuver 43 65 - 54 68 - - - - - - -
Stage 1 359 371 - 278 306 - - - - - - -
Stage 2 222 292 - 348 364 - - - - - - -
HCM LOS B F
Capacity (veh/h) 855 - - 414 122 695 - -
HCM Lane V/C Ratio 0.031 - - 0.007 0.676 0.052 - -
HCM Lane LOS A - - B F B - -
HCM 95th %tile Q(veh) 0.1 - - 0 3.6 0.2 - -

GGS 041919 Page 5
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Future Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 225 2 1082 4 190 830 0

Stage 1 1212 1212 - 1090 1090 - - - - - - -
Stage 2 545 1092 - 1211 1212 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.945 4.1 - - 4.175 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3285 2.2 - - 2.2475 - -
Pot Cap-1 Maneuver 61 39 373 24 39 481 810 - - 625 - -
Stage 1 225 257 - 233 294 - - - - - - -
Stage 2 495 293 - 225 257 - - - - - - -
Mov Cap-1 Maneuver 25 27 373 18 27 480 810 - - 625 - -
Mov Cap-2 Maneuver 25 27 - 18 27 - - - - - - -
Stage 1 223 179 - 231 292 - - - - - - -
Stage 2 262 291 - 157 179 - - - - - - -
HCM LOS A C
Capacity (veh/h) 810 - - - 428 625 - -
HCM Lane V/C Ratio 0.003 - - - 0.528 0.305 - -
HCM Control Delay (s) 9.5 0 - 0 22.4 13.3 - -
HCM 95th %tile Q(veh) 0 - - - 3 1.3 - -

GGS 041919 Page 6
Intersection
Lane Configurations
Traffic Vol, veh/h 99 113 146 279 174 69
Future Vol, veh/h 99 113 146 279 174 69
Grade, % - -6 5 - 2 -
Mvmt Flow 104 119 154 294 183 73

Stage 1 - - - - 301 -
Stage 2 - - - - 327 -
Critical Hdwy 4.1 - - - 6.92 6.49
Follow-up Hdwy 2.2 - - - 3.608 3.381
Pot Cap-1 Maneuver 1124 - - - 402 710
Stage 1 - - - - 705 -
Stage 2 - - - - 683 -
Mov Cap-1 Maneuver 1124 - - - 362 710
Stage 1 - - - - 705 -
Stage 2 - - - - 615 -
Approach EB WB SB
HCM Control Delay, s 4 0 25.9
HCM LOS D

Capacity (veh/h) 1124 - - - 421
HCM Lane V/C Ratio 0.093 - - - 0.608
HCM Lane LOS A A - - D
HCM 95th %tile Q(veh) 0.3 - - - 3.9

GGS 041919 Page 7
61: Church St & County Garage AM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 0 14 0 1854 1724 220
Future Vol, veh/h 0 14 0 1854 1724 220
Storage Length - 0 - - - 100
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - 0 0 -
Mvmt Flow 0 15 0 1931 1796 229

Conflicting Flow All - 898 - 0 - 0
Stage 1 - - - - - -
Stage 2 - - - - - -
Critical Hdwy - 6.9 - - - -
Critical Hdwy Stg 1 - - - - - -
Follow-up Hdwy - 3.3 - - - -
Pot Cap-1 Maneuver 0 286 0 - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Mov Cap-1 Maneuver - 286 - - - -
Mov Cap-2 Maneuver - - - - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM LOS C
Minor Lane/Major Mvmt NBT EBLn1 SBT SBR

Capacity (veh/h) - 286 - -
HCM Lane V/C Ratio - 0.051 - -
HCM Control Delay (s) - 18.3 - -
HCM Lane LOS - C - -
HCM 95th %tile Q(veh) - 0.2 - -

GGS 041919 Page 8
63: Claussen/Garage & University Ridge AM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 50 50 50 130 100 350 50 300 297 192 28 50
Future Vol, veh/h 50 50 50 130 100 350 50 300 297 192 28 50
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
Storage Length - - - 150 - 200 - - 200 500 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0
Mvmt Flow 54 54 54 141 109 380 54 326 323 209 30 54
Major/Minor Major1 Major2 Minor1 Minor2

Stage 1 - - - - - - 190 190 - 391 391 -
Stage 2 - - - - - - 434 391 - 353 217 -
Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2
Critical Hdwy Stg 1 - - - - - - 6.1 5.5 - 6.1 5.5 -
Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 1494 - - 1494 - - 401 428 983 333 413 950
Stage 1 - - - - - - 816 747 - 637 611 -
Stage 2 - - - - - - 604 611 - 668 727 -
Mov Cap-1 Maneuver 1494 - - 1494 - - 319 372 983 ~ 52 359 950
Mov Cap-2 Maneuver - - - - - - 319 372 - ~ 52 359 -
Stage 1 - - - - - - 784 718 - 612 553 -
Stage 2 - - - - - - 487 553 - 235 699 -
HCM Control Delay, s 2.5 1.7 56.2 $ 1082.2
HCM LOS F F
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2
Capacity (veh/h) 363 983 1494 - - 1494 - - 52 597
HCM Lane V/C Ratio 1.048 0.328 0.036 - - 0.095 - - 4.013 0.142
HCM Control Delay (s) 95 10.4 7.5 0 - 7.7 - $- 1516.9 12
HCM Lane LOS F B A A - A - - F B
HCM 95th %tile Q(veh) 13.1 1.4 0.1 - - 0.3 - - 23 0.5
Notes

GGS 041919 Page 9
University Ridge Traffic Impact Study 2026 Build

95th Queue (ft) 23 27 53 54 197

95th Queue (ft) 418 18 82 277

95th Queue (ft) 257 40 75 223
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamyb.syn SimTraffic Report

GGS 041819 Page 1

95th Queue (ft) 554 22 58 255

Maximum Queue (ft) 29 522 36 66 74 105
95th Queue (ft) 18 695 35 28 63 122
Upstream Blk Time (%) 12 0 22

Movement WB B41 NB NB SB
Directions Served LTR T LT TR L
Maximum Queue (ft) 354 27 154 48 119
95th Queue (ft) 307 18 108 23 101
Link Distance (ft) 509 76 233 233 194

GGS 041819 Page 2

Movement EB WB SB
Directions Served LT TR LR
95th Queue (ft) 82 15 160
Intersection: 61: Church St & County Garage

Movement EB
Directions Served R
95th Queue (ft) 27
Intersection: 63: Claussen/Garage & University Ridge

Movement EB WB WB WB NB NB SB SB
Directions Served LTR L T R LT R L TR
Maximum Queue (ft) 77 49 16 35 308 225 214 60
Average Queue (ft) 23 15 1 13 279 184 102 27
95th Queue (ft) 60 42 9 35 387 319 193 49
Zone Summary

GGS 041819 Page 3

Maximum Queue (ft) 314 243 220 204 208
Average Queue (ft) 162 140 189 68 201
95th Queue (ft) 283 235 237 148 222
Link Distance (ft) 584 584 194 194 189

Maximum Queue (ft) 57 200 74 110 338 190 470 115
Average Queue (ft) 28 74 40 42 192 33 439 51
95th Queue (ft) 62 154 68 88 306 144 500 136
Storage Blk Time (%) 6 33 13 12 18 68 0

Maximum Queue (ft) 183 149 246 206 210 139
Average Queue (ft) 114 10 127 117 96 133
95th Queue (ft) 186 83 227 192 195 149

GGS 041819 Page 1

Maximum Queue (ft) 54 164 204 290 694 714 225 1528 1512 298 304 340
Average Queue (ft) 12 83 103 102 523 577 214 1454 1437 104 117 171
95th Queue (ft) 38 153 179 281 879 867 262 1644 1665 204 215 291
Link Distance (ft) 1308 1308 713 713 1468 1468 1757
Storage Blk Time (%) 1 45 26 62 0 0 1

Movement SB
95th Queue (ft) 300

Maximum Queue (ft) 844 842 846 781 353 310 290 296 204 200
Average Queue (ft) 807 806 745 362 134 207 179 178 184 182
95th Queue (ft) 975 972 1057 831 240 312 270 265 197 192
Link Distance (ft) 781 781 781 781 781 300 300 300 174 174
Upstream Blk Time (%) 68 77 22 0 3 0 0 19 23

GGS 041819 Page 2

Maximum Queue (ft) 462 483 477 404 274 300 190 49 402 422
Average Queue (ft) 98 421 355 260 140 153 144 14 377 398
95th Queue (ft) 348 515 464 366 235 285 221 40 439 467
Link Distance (ft) 463 463 463 310 310 300 300 300
Upstream Blk Time (%) 0 5 1 0 0 0 31 33

Maximum Queue (ft) 234 267 78 250 720 375 360 483 96 76 109 179
Average Queue (ft) 127 147 18 249 666 230 177 239 31 23 48 69
95th Queue (ft) 221 242 52 254 806 512 349 423 70 56 93 127
Link Distance (ft) 527 665 1845 1845 237 237

Movement SB
Directions Served R
95th Queue (ft) 25
Link Distance (ft)

GGS 041819 Page 3

Directions Served L L T R L T R L T TR L T
Maximum Queue (ft) 205 219 218 26 126 236 126 274 423 415 174 377
Average Queue (ft) 99 124 43 2 27 122 38 55 260 281 36 201
95th Queue (ft) 172 193 139 15 72 204 92 181 394 412 119 342
Link Distance (ft) 518 780 1029 1029 405
Storage Bay Dist (ft) 200 200 500 190 200 250 150
Storage Blk Time (%) 0 1 1 0 9 0 16

Movement SB SB
95th Queue (ft) 357 267

Maximum Queue (ft) 75 196 86 116 174 331 277 99 343 351
Average Queue (ft) 37 79 33 62 110 139 146 13 156 146
95th Queue (ft) 78 151 74 105 192 280 268 54 290 292
Link Distance (ft) 543 1009 1757 1757 1029 1029
Storage Blk Time (%) 4 19 0 2 6 4 0 6

GGS 041819 Page 4

95th Queue (ft) 96 70 140 65

95th Queue (ft) 66 75 141 184
Zone Summary

GGS 041819 Page 5
University Ridge TIS 2026 Build Mit 1

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 310 586 450 1331 740 114
Arrive On Green 0.18 0.18 0.20 0.71 0.15 0.15
Sat Flow, veh/h 1757 1538 1740 1863 1576 243
Grp Volume(v), veh/h 231 311 448 819 0 787
Q Serve(g_s), s 13.7 17.3 22.3 24.6 0.0 46.9
Cycle Q Clear(g_c), s 13.7 17.3 22.3 24.6 0.0 46.9
Prop In Lane 1.00 1.00 1.00 0.13
V/C Ratio(X) 0.75 0.53 1.00 0.62 0.00 0.92
Avail Cap(c_a), veh/h 319 594 450 1331 0 853
Incr Delay (d2), s/veh 7.8 0.4 41.2 1.0 0.0 16.9
LnGrp LOS D C E A E
Approach LOS D C E
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 041919 Page 1
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.86 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Cap, veh/h 209 203 0 189 163 22 0 1014 883 0 1024 833
Arrive On Green 0.12 0.12 0.00 0.11 0.11 0.11 0.00 0.55 0.55 0.00 0.55 0.55
Sat Flow, veh/h 1774 1724 0 1757 1513 203 0 1845 1606 0 1863 1515
Grp Volume(v), veh/h 60 99 0 77 0 76 0 511 88 0 686 59
Q Serve(g_s), s 2.5 4.3 0.0 3.3 0.0 3.3 0.0 13.8 2.1 0.0 21.0 1.5
Cycle Q Clear(g_c), s 2.5 4.3 0.0 3.3 0.0 3.3 0.0 13.8 2.1 0.0 21.0 1.5
Prop In Lane 1.00 0.00 1.00 0.12 0.00 1.00 0.00 1.00
V/C Ratio(X) 0.29 0.49 0.00 0.41 0.00 0.41 0.00 0.50 0.10 0.00 0.67 0.07
Avail Cap(c_a), veh/h 444 431 0 395 0 386 0 1014 883 0 1024 833
Incr Delay (d2), s/veh 0.7 1.8 0.0 1.4 0.0 1.5 0.0 1.8 0.2 0.0 3.5 0.2
LnGrp LOS C C C C B A B A
Approach LOS C C B B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 2
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Cap, veh/h 380 395 433 453 1258 0 0 849 128
Arrive On Green 0.21 0.00 0.21 0.11 0.69 0.00 0.00 0.18 0.18
Sat Flow, veh/h 1792 1863 1208 1792 1827 0 0 1580 238
Grp Volume(v), veh/h 223 0 438 350 555 0 0 0 603
Q Serve(g_s), s 11.9 0.0 22.5 8.6 14.4 0.0 0.0 0.0 32.5
Cycle Q Clear(g_c), s 11.9 0.0 22.5 8.6 14.4 0.0 0.0 0.0 32.5
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.13
V/C Ratio(X) 0.59 0.00 1.01 0.77 0.44 0.00 0.00 0.00 0.62
Avail Cap(c_a), veh/h 380 395 433 638 1258 0 0 0 977
Incr Delay (d2), s/veh 2.3 0.0 46.4 3.8 0.2 0.0 0.0 0.0 2.6
LnGrp LOS D F C A D
Approach LOS E B D
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D
Notes

GGS 041919 Page 3

Lane Configurations
Number 3 18 2 12 1 6
Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Cap, veh/h 101 105 1078 275 467 1422
Arrive On Green 0.12 0.12 0.76 0.76 0.76 0.76
Sat Flow, veh/h 817 855 1411 360 691 1863
Grp Volume(v), veh/h 177 0 0 778 134 555
Q Serve(g_s), s 10.9 0.0 0.0 19.6 10.8 10.6
Cycle Q Clear(g_c), s 10.9 0.0 0.0 19.6 30.4 10.6
Prop In Lane 0.49 0.51 0.20 1.00
V/C Ratio(X) 0.85 0.00 0.00 0.58 0.29 0.39
Avail Cap(c_a), veh/h 285 0 0 1352 467 1422
Incr Delay (d2), s/veh 16.4 0.0 0.0 1.5 1.5 0.8
LnGrp LOS E A B A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
HCM 2010 LOS B
Notes

GGS 041919 Page 5

Lane Configurations
Number 3 18 2 12 1 6
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 79 75 1408 59 390 1505
Arrive On Green 0.09 0.09 0.80 0.80 0.80 0.80
Sat Flow, veh/h 869 828 1760 74 576 1881
Grp Volume(v), veh/h 126 0 0 994 44 767
Q Serve(g_s), s 8.0 0.0 0.0 26.0 4.0 15.1
Cycle Q Clear(g_c), s 8.0 0.0 0.0 26.0 30.0 15.1
Prop In Lane 0.51 0.48 0.04 1.00
V/C Ratio(X) 0.81 0.00 0.00 0.68 0.11 0.51
Avail Cap(c_a), veh/h 373 0 0 1467 390 1505
Incr Delay (d2), s/veh 9.6 0.0 0.0 2.5 0.6 1.2
LnGrp LOS E A B A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
HCM 2010 LOS A
Notes

GGS 041919 Page 7
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 115 837 228 204 650 409 317 1248 50 505 1170 29
Arrive On Green 0.04 0.31 0.31 0.04 0.31 0.31 0.18 0.37 0.37 0.05 0.11 0.11
Sat Flow, veh/h 1774 2738 747 1810 2080 1308 1774 3403 138 3442 3493 87
Grp Volume(v), veh/h 69 392 381 82 568 516 294 655 681 521 444 463
Q Serve(g_s), s 4.0 29.6 29.7 4.6 46.8 46.8 24.5 55.0 55.0 22.0 36.9 36.9
Cycle Q Clear(g_c), s 4.0 29.6 29.7 4.6 46.8 46.8 24.5 55.0 55.0 22.0 36.9 36.9
Prop In Lane 1.00 0.44 1.00 0.81 1.00 0.08 1.00 0.05
V/C Ratio(X) 0.60 0.72 0.73 0.40 1.02 1.03 0.93 1.03 1.03 1.03 0.76 0.76
Avail Cap(c_a), veh/h 137 541 525 215 555 503 355 637 661 505 586 612
Incr Delay (d2), s/veh 2.1 8.2 8.5 0.5 44.3 46.7 28.5 43.0 42.9 39.9 3.5 3.4
LnGrp LOS D D E D F F F F F F E E
Approach LOS D F F F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
HCM 2010 LOS F

GGS 041919 Page 9
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 2 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 581 2394 32 456 2003 0 0 1334 126
Arrive On Green 0.32 0.32 0.32 0.04 0.19 0.00 0.00 0.82 0.82
Sat Flow, veh/h 1810 7459 100 3442 3495 0 0 3333 307
Grp Volume(v), veh/h 475 1647 538 289 797 0 0 770 793
Q Serve(g_s), s 32.9 37.5 37.6 11.2 27.8 0.0 0.0 56.0 56.0
Cycle Q Clear(g_c), s 32.9 37.5 37.6 11.2 27.8 0.0 0.0 56.0 56.0
Prop In Lane 1.00 0.05 1.00 0.00 0.00 0.17
V/C Ratio(X) 0.82 0.90 0.90 0.63 0.40 0.00 0.00 1.06 1.08
Avail Cap(c_a), veh/h 585 1844 602 493 2003 0 0 723 737
Incr Delay (d2), s/veh 9.2 6.6 16.9 1.5 0.5 0.0 0.0 46.8 50.9
LnGrp LOS D D E E C F F
Approach LOS D D E
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D
Notes

GGS 041919 Page 10
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 412 1091 86 0 2444 1103 0 2420 0
Arrive On Green 0.23 0.23 0.23 0.00 1.00 1.00 0.00 0.68 0.00
Sat Flow, veh/h 1810 4787 378 0 3668 1613 0 3725 0
Grp Volume(v), veh/h 57 912 482 0 1047 732 0 3188 0
Q Serve(g_s), s 3.4 31.0 31.0 0.0 0.0 0.0 0.0 93.0 0.0
Cycle Q Clear(g_c), s 3.4 31.0 31.0 0.0 0.0 0.0 0.0 93.0 0.0
Prop In Lane 1.00 0.21 0.00 1.00 0.00 0.00
V/C Ratio(X) 0.14 1.18 1.18 0.00 0.43 0.66 0.00 1.32 0.00
Avail Cap(c_a), veh/h 412 770 407 0 2444 1103 0 2420 0
Incr Delay (d2), s/veh 0.2 95.8 105.2 0.0 0.4 2.5 0.0 143.0 0.0
LnGrp LOS D F F A A F
Approach LOS F A F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
HCM 2010 LOS F

GGS 041919 Page 12
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 183 250 207 190 243 210 0 2234 1027 182 2436 1109
Arrive On Green 0.06 0.14 0.14 0.06 0.14 0.14 0.00 0.64 0.64 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1530 1757 1792 1548 0 3597 1611 1774 3539 1611
Grp Volume(v), veh/h 142 200 38 253 196 68 0 1573 200 52 2060 144
Q Serve(g_s), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Cycle Q Clear(g_c), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 40.1 7.0 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.77 0.80 0.18 1.33 0.81 0.32 0.00 0.70 0.19 0.29 0.85 0.13
Avail Cap(c_a), veh/h 183 488 405 190 474 410 0 2234 1027 249 2436 1109
Incr Delay (d2), s/veh 17.0 5.9 0.4 180.0 6.3 0.9 0.0 1.9 0.4 0.2 2.4 0.1
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 041919 Page 13
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 374 494 477 196 213 177 195 2018 36 71 2037 1093
Arrive On Green 0.18 0.44 0.44 0.11 0.11 0.11 0.07 1.00 1.00 0.04 0.58 0.58
Sat Flow, veh/h 3408 1881 1613 1306 1881 1564 1792 3526 62 1707 3505 1582
Grp Volume(v), veh/h 329 99 6 55 181 76 86 758 795 56 1328 441
Q Serve(g_s), s 14.1 4.9 0.3 5.8 14.2 6.8 3.0 0.0 0.0 4.9 38.3 17.9
Cycle Q Clear(g_c), s 14.1 4.9 0.3 5.8 14.2 6.8 3.0 0.0 0.0 4.9 38.3 17.9
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.03 1.00 1.00
V/C Ratio(X) 0.88 0.20 0.01 0.28 0.85 0.43 0.44 0.76 0.76 0.79 0.65 0.40
Avail Cap(c_a), veh/h 432 564 537 222 251 209 232 1004 1050 91 2037 1093
Incr Delay (d2), s/veh 16.2 0.2 0.0 0.8 20.3 1.6 1.1 3.9 3.8 29.2 1.6 1.1
LnGrp LOS E C C E F E B A A F C B
Approach LOS E E A C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 041919 Page 14
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 202 112 214 135 144 21 414 2538 63 202 2089 134
Arrive On Green 0.06 0.19 0.19 0.09 0.09 0.09 0.06 0.73 0.73 1.00 1.00 1.00
Sat Flow, veh/h 3191 579 1110 1139 1596 230 1810 3492 87 298 3340 214
Grp Volume(v), veh/h 155 0 213 52 0 127 233 760 796 17 667 690
Q Serve(g_s), s 7.2 0.0 17.5 6.6 0.0 10.2 6.6 31.4 31.6 1.6 0.0 0.0
Cycle Q Clear(g_c), s 7.2 0.0 17.5 8.6 0.0 10.2 6.6 31.4 31.6 18.0 0.0 0.0
Prop In Lane 1.00 0.66 1.00 0.13 1.00 0.05 1.00 0.12
V/C Ratio(X) 0.77 0.00 0.65 0.38 0.00 0.77 0.56 0.60 0.60 0.08 0.61 0.61
Avail Cap(c_a), veh/h 404 0 484 170 0 219 593 1273 1329 202 1095 1129
Incr Delay (d2), s/veh 6.1 0.0 2.2 1.8 0.0 11.4 0.1 0.2 0.2 0.6 1.7 1.7
LnGrp LOS E E E E A B B A A A
Approach LOS E E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 8
Phs Duration (G+Y+Rc), s 15.2 99.8 15.5 19.5 115.0 35.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 65.0 19.0 18.0 95.0 43.0
Max Q Clear Time (g_c+I1), s 8.6 20.0 9.2 12.2 33.6 19.5
Green Ext Time (p_c), s 0.6 34.8 0.3 1.1 43.8 2.3
HCM 2010 LOS B

GGS 041919 Page 15
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 139 82 140 77 253 55 447 571 9 74 522 500
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.59 0.59 0.59 0.59 0.59 0.59
Sat Flow, veh/h 287 480 821 21 1484 325 584 963 16 3 881 844
Grp Volume(v), veh/h 176 0 0 90 0 0 400 0 0 172 0 0
Q Serve(g_s), s 2.6 0.0 0.0 0.0 0.0 0.0 3.7 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 5.1 0.0 0.0 2.2 0.0 0.0 6.4 0.0 0.0 2.3 0.0 0.0
Prop In Lane 0.26 0.52 0.03 0.18 0.42 0.01 0.01 0.49
V/C Ratio(X) 0.49 0.00 0.00 0.23 0.00 0.00 0.39 0.00 0.00 0.16 0.00 0.00
Avail Cap(c_a), veh/h 859 0 0 971 0 0 1027 0 0 1096 0 0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.0
LnGrp LOS C B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 16
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 1 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Cap, veh/h 132 132 116 333 494 420 190 1001 1066 516 842 350
Arrive On Green 0.26 0.26 0.26 0.43 0.43 0.43 0.66 0.66 0.66 0.66 0.66 0.66
Sat Flow, veh/h 386 509 447 1306 1900 1615 246 1517 1615 819 1276 530
Grp Volume(v), veh/h 162 0 0 141 109 383 387 0 290 109 0 184
Q Serve(g_s), s 9.9 0.0 0.0 3.5 5.4 33.3 2.6 0.0 11.2 9.9 0.0 5.8
Cycle Q Clear(g_c), s 15.3 0.0 0.0 18.8 5.4 33.3 13.3 0.0 11.2 23.2 0.0 5.8
Prop In Lane 0.33 0.33 1.00 1.00 0.16 1.00 1.00 0.29
V/C Ratio(X) 0.42 0.00 0.00 0.42 0.22 0.91 0.32 0.00 0.27 0.21 0.00 0.15
Avail Cap(c_a), veh/h 569 0 0 516 760 646 1191 0 1066 516 0 1192
Incr Delay (d2), s/veh 0.8 0.0 0.0 0.7 0.2 10.8 0.7 0.0 0.6 0.9 0.0 0.3
LnGrp LOS D D C D B B B A
Approach LOS D D B B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 041919 Page 17
Intersection
Lane Configurations
Traffic Vol, veh/h 1 0 2 0 0 41 10 505 47 128 572 11
Future Vol, veh/h 1 0 2 0 0 41 10 505 47 128 572 11
Storage Length - - - - - 75 - - - - - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 0 0 44 11 543 51 138 615 12

Stage 1 898 898 - 598 598 - - - - - - -
Stage 2 594 623 - 899 904 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.5 6.5 6.27 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.3 3.86 4 3.363 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 103 120 488 83 123 505 963 - - 985 - -
Stage 1 337 361 - 429 494 - - - - - - -
Stage 2 495 481 - 287 358 - - - - - - -
Mov Cap-1 Maneuver 77 92 486 67 94 499 961 - - 981 - -
Mov Cap-2 Maneuver 77 92 - 67 94 - - - - - - -
Stage 1 331 282 - 418 482 - - - - - - -
Stage 2 442 469 - 224 280 - - - - - - -
HCM Control Delay, s 26 12.9 0.2 1.7
HCM LOS D B
Capacity (veh/h) 961 - - 175 - 499 981 - -
HCM Lane V/C Ratio 0.011 - - 0.018 - 0.088 0.14 - -
HCM Control Delay (s) 8.8 0 - 26 0 12.9 9.3 0 -
HCM Lane LOS A A - D A B A A -
HCM 95th %tile Q(veh) 0 - - 0.1 - 0.3 0.5 - -

GGS 041919 Page 1
Intersection
Lane Configurations
Traffic Vol, veh/h 47 70 770 168 158 728
Future Vol, veh/h 47 70 770 168 158 728
Storage Length 0 100 - - 50 -
Grade, % 0 - 0 - - 0
Mvmt Flow 51 75 828 181 170 783

Stage 1 925 - - - - -
Stage 2 1123 - - - - -
Critical Hdwy 6.4 6.23 - - 4.1 -
Follow-up Hdwy 3.5 3.327 - - 2.2 -
Stage 1 389 - - - - -
Stage 2 314 - - - - -
Mov Cap-1 Maneuver ~ 46 323 - - 691 -
Stage 1 386 - - - - -
Stage 2 237 - - - - -
Approach WB NB SB
HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT

Capacity (veh/h) - - 194 323 691 -
HCM Lane V/C Ratio - - 0.261 0.233 0.246 -
HCM Control Delay (s) - - 30 19.5 11.9 -
HCM Lane LOS - - D C B -
HCM 95th %tile Q(veh) - - 1 0.9 1 -
Notes

GGS 041919 Page 2
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 3 26 0 54 12 892 85 35 726 31
Future Vol, veh/h 0 0 3 26 0 54 12 892 85 35 726 31
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 27 0 56 12 920 88 36 748 32

Stage 1 837 837 - 990 990 - - - - - - -
Stage 2 1016 1034 - 839 853 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 57 73 406 60 76 312 846 - - 695 - -
Stage 1 364 385 - 299 327 - - - - - - -
Stage 2 289 312 - 363 378 - - - - - - -
Mov Cap-1 Maneuver 44 68 406 56 71 311 845 - - 695 - -
Mov Cap-2 Maneuver 44 68 - 56 71 - - - - - - -
Stage 1 359 365 - 294 322 - - - - - - -
Stage 2 234 307 - 341 358 - - - - - - -
HCM LOS B F
Capacity (veh/h) 845 - - 406 125 695 - -
HCM Lane V/C Ratio 0.015 - - 0.008 0.66 0.052 - -
HCM Lane LOS A - - B F B - -
HCM 95th %tile Q(veh) 0 - - 0 3.5 0.2 - -

GGS 041919 Page 3
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Future Vol, veh/h 0 0 0 1 0 209 2 1006 4 177 772 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 225 2 1082 4 190 830 0

Stage 1 1212 1212 - 1090 1090 - - - - - - -
Stage 2 545 1092 - 1211 1212 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.945 4.1 - - 4.175 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3285 2.2 - - 2.2475 - -
Pot Cap-1 Maneuver 61 39 373 24 39 481 810 - - 625 - -
Stage 1 225 257 - 233 294 - - - - - - -
Stage 2 495 293 - 225 257 - - - - - - -
Mov Cap-1 Maneuver 25 27 373 18 27 480 810 - - 625 - -
Mov Cap-2 Maneuver 25 27 - 18 27 - - - - - - -
Stage 1 223 179 - 231 292 - - - - - - -
Stage 2 262 291 - 157 179 - - - - - - -
HCM LOS A C
Capacity (veh/h) 810 - - - 428 625 - -
HCM Lane V/C Ratio 0.003 - - - 0.528 0.305 - -
HCM 95th %tile Q(veh) 0 - - - 3 1.3 - -

GGS 041919 Page 4
Intersection
Lane Configurations
Traffic Vol, veh/h 99 113 146 279 266 69
Future Vol, veh/h 99 113 146 279 266 69
Storage Length - - - 100 150 0
Grade, % - -6 5 - 2 -
Mvmt Flow 104 119 154 294 280 73

Stage 1 - - - - 154 -
Stage 2 - - - - 327 -
Critical Hdwy 4.1 - - - 6.92 6.49
Follow-up Hdwy 2.2 - - - 3.608 3.381
Pot Cap-1 Maneuver 1439 - - - 499 866
Stage 1 - - - - 836 -
Stage 2 - - - - 683 -
Mov Cap-1 Maneuver 1439 - - - 461 866
Stage 1 - - - - 836 -
Stage 2 - - - - 630 -
Approach EB WB SB
HCM LOS C
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2

Capacity (veh/h) 1439 - - - 461 866
HCM Lane V/C Ratio 0.072 - - - 0.607 0.084
HCM Control Delay (s) 7.7 0 - - 24.2 9.5
HCM Lane LOS A A - - C A
HCM 95th %tile Q(veh) 0.2 - - - 4 0.3

GGS 041919 Page 5
61: Church St & County Garage AM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 0 14 0 1854 1724 220
Future Vol, veh/h 0 14 0 1854 1724 220
Grade, % 0 - - 0 0 -
Mvmt Flow 0 15 0 1931 1796 229

Stage 1 - - - - - -
Stage 2 - - - - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM LOS C

HCM Lane LOS - C - -

GGS 041919 Page 6
Intersection
Lane Configurations
Traffic Vol, veh/h 18 51 82 551 557 21
Future Vol, veh/h 18 51 82 551 557 21
Storage Length 0 - 100 - - -
Grade, % 0 - - 0 0 -
Mvmt Flow 20 58 93 626 633 24

Conflicting Flow All 1460 647 659 0 - 0
Stage 1 647 - - - - -
Stage 2 813 - - - - -
Critical Hdwy 6.4 6.2 4.15 - - -
Follow-up Hdwy 3.5 3.3 2.245 - - -
Pot Cap-1 Maneuver 144 475 915 - - -
Stage 1 525 - - - - -
Stage 2 440 - - - - -
Mov Cap-1 Maneuver 129 474 915 - - -
Stage 1 524 - - - - -
Stage 2 395 - - - - -
Approach EB NB SB
HCM Control Delay, s 22.9 1.2 0
HCM LOS C
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR

Capacity (veh/h) 915 - 279 - -
HCM Lane V/C Ratio 0.102 - 0.281 - -
HCM Control Delay (s) 9.4 - 22.9 - -
HCM Lane LOS A - C - -
HCM 95th %tile Q(veh) 0.3 - 1.1 - -

GGS 041919 Page 7
University Ridge Traffic Impact Study 2026 Build Mit 1

Directions Served LTR R LTR LTR
95th Queue (ft) 15 50 52 302

Movement WB WB NB SB SB
Directions Served L R TR L T
Maximum Queue (ft) 350 125 97 75 286
95th Queue (ft) 455 110 53 88 356

Maximum Queue (ft) 29 268 30 205 74 116
95th Queue (ft) 17 217 25 242 64 123
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamybmit1.syn SimTraffic Report

GGS 041819 Page 1

Movement WB NB NB B48 SB
Directions Served LTR LT TR T L
Maximum Queue (ft) 305 188 260 66 156
95th Queue (ft) 268 132 209 31 121
Link Distance (ft) 509 233 233 1308 194

Movement EB WB WB SB SB
Directions Served LT T R L R
95th Queue (ft) 78 6 24 153 75

Movement EB SB SB SB B19 B19
Directions Served R T T R T T
Maximum Queue (ft) 29 233 314 42 131 128
95th Queue (ft) 26 141 219 23 72 72
Link Distance (ft) 477 692 692 582 582

GGS 041819 Page 2

Movement EB NB SB
Directions Served LR L TR
95th Queue (ft) 512 50 784
Zone Summary

GGS 041819 Page 3

Maximum Queue (ft) 286 293 218 222 209
Average Queue (ft) 156 140 175 172 201
95th Queue (ft) 258 239 241 256 213
Link Distance (ft) 584 584 194 194 189

Maximum Queue (ft) 55 150 69 145 338 190 486 115
Average Queue (ft) 27 62 34 46 186 46 443 46
95th Queue (ft) 60 122 70 105 293 175 514 128
Storage Blk Time (%) 9 33 10 11 18 67 0

Maximum Queue (ft) 178 158 308 224 274 141
Average Queue (ft) 111 12 149 120 117 135
95th Queue (ft) 174 95 251 201 220 144

GGS 041819 Page 1

95th Queue (ft) 184 140 97 351

95th Queue (ft) 131 140 67 287

GGS 041819 Page 2

Maximum Queue (ft) 141 251 276 290 749 742 225 1515 1506 257 276 374
Average Queue (ft) 21 149 172 148 577 641 215 1398 1381 147 163 242
95th Queue (ft) 77 234 262 354 859 859 257 1708 1711 255 275 346
Link Distance (ft) 1308 1308 713 713 1468 1468 1750

Movement SB
95th Queue (ft) 357

Movement WB WB WB WB WB NB NB NB NB SB SB
Directions Served L LT T T TR L L T T T TR
Maximum Queue (ft) 868 837 835 788 448 193 167 271 288 209 206
Average Queue (ft) 767 771 674 417 158 107 102 157 157 184 183
95th Queue (ft) 1037 1026 1093 891 295 159 153 248 249 199 195
Link Distance (ft) 776 776 776 776 776 300 300 300 300 175 175

GGS 041819 Page 3

Movement EB EB EB EB NB NB NB SB SB
Directions Served L T T TR T T R T T
Maximum Queue (ft) 465 519 510 511 244 323 190 362 421
Average Queue (ft) 204 485 485 486 101 155 150 307 314
95th Queue (ft) 548 504 498 497 197 323 223 334 356
Link Distance (ft) 468 468 468 310 310 300 300

Maximum Queue (ft) 206 263 67 250 717 375 479 505 109 110 210 218
Average Queue (ft) 103 158 18 249 684 229 207 253 37 32 57 81
95th Queue (ft) 177 247 51 251 708 523 403 462 88 76 144 158
Link Distance (ft) 527 665 1845 1845 237 237

Movement SB
Directions Served R
95th Queue (ft) 19
Link Distance (ft)

GGS 041819 Page 4

Maximum Queue (ft) 244 265 223 27 214 513 221 94 244 262 174 369
Average Queue (ft) 113 141 58 3 46 171 61 27 112 132 44 174
95th Queue (ft) 209 239 141 18 144 367 157 77 212 236 121 302
Link Distance (ft) 523 780 1022 1022 405
Storage Blk Time (%) 0 2 13 0 0 0 11

Movement SB SB
95th Queue (ft) 339 197

Movement EB EB EB WB WB NB NB NB SB SB SB
Directions Served L L TR L TR L T TR L T TR
Maximum Queue (ft) 169 197 278 114 266 173 217 182 125 232 210
Average Queue (ft) 46 76 111 48 119 83 94 100 15 126 121
95th Queue (ft) 113 143 220 107 217 150 179 167 71 213 206
Link Distance (ft) 540 1008 1750 1750 1022 1022
Storage Blk Time (%) 0 0 2 1 27 4 1 0 9

GGS 041819 Page 5

95th Queue (ft) 111 77 145 62

Maximum Queue (ft) 179 173 424 204 259 105 212 248
Average Queue (ft) 92 93 104 94 124 16 48 53
95th Queue (ft) 160 171 338 179 286 84 130 203
Storage Blk Time (%) 4 10 0 18 0 0 2
Zone Summary

GGS 041819 Page 6
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 2 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Cap, veh/h 110 110 94 273 435 596 149 782 825 491 882 366
Arrive On Green 0.23 0.23 0.23 0.08 0.08 0.08 0.51 0.51 0.51 0.14 0.69 0.69
Sat Flow, veh/h 342 481 412 1306 1900 1615 237 1531 1615 3510 1276 530
Grp Volume(v), veh/h 162 0 0 141 109 383 387 0 290 109 0 184
Q Serve(g_s), s 10.9 0.0 0.0 5.4 8.1 29.2 9.0 0.0 16.1 4.1 0.0 5.3
Cycle Q Clear(g_c), s 19.0 0.0 0.0 24.4 8.1 29.2 19.7 0.0 16.1 4.1 0.0 5.3
Prop In Lane 0.33 0.33 1.00 1.00 0.16 1.00 1.00 0.29
V/C Ratio(X) 0.51 0.00 0.00 0.52 0.25 0.64 0.42 0.00 0.35 0.22 0.00 0.15
Avail Cap(c_a), veh/h 410 0 0 365 570 711 931 0 825 491 0 1248
Incr Delay (d2), s/veh 1.3 0.0 0.0 1.3 0.3 1.3 1.4 0.0 1.2 1.0 0.0 0.2
LnGrp LOS D E E D C C E A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 27.0 82.6 40.4 109.6 40.4
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 21.0 66.0 45.0 93.0 45.0
Max Q Clear Time (g_c+I1), s 6.1 21.7 21.0 7.3 31.2
Green Ext Time (p_c), s 0.2 5.3 3.7 5.3 3.2
HCM 2010 LOS D

GGS 042219 Page 1
219: Augusta St/Augusta St & Field St/Howe Extension AM Peak Hour
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.90
Adj No. of Lanes 0 1 0 0 1 1 1 1 0 1 1 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88 0.88
Cap, veh/h 52 21 92 190 0 252 586 932 369 450 1163 56
Arrive On Green 0.16 0.00 0.16 0.16 0.00 0.16 0.73 0.73 0.73 0.73 0.73 0.73
Sat Flow, veh/h 70 134 591 797 0 1615 851 1268 502 718 1583 76
Grp Volume(v), veh/h 78 0 0 92 0 91 93 0 758 134 0 523
Q Serve(g_s), s 0.5 0.0 0.0 0.0 0.0 5.5 5.2 0.0 21.8 11.7 0.0 13.4
Cycle Q Clear(g_c), s 14.6 0.0 0.0 14.1 0.0 5.5 18.7 0.0 21.8 33.6 0.0 13.4
Prop In Lane 0.26 0.74 1.00 1.00 1.00 0.28 1.00 0.05
V/C Ratio(X) 0.47 0.00 0.00 0.48 0.00 0.36 0.16 0.00 0.58 0.30 0.00 0.43
Avail Cap(c_a), veh/h 232 0 0 250 0 323 586 0 1301 450 0 1219
Incr Delay (d2), s/veh 2.1 0.0 0.0 1.9 0.0 0.9 0.5 0.0 1.8 1.7 0.0 1.1
LnGrp LOS D D D A A B A
Approach LOS D D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 2
Intersection
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 266 69 146 279 99 113
Future Vol, veh/h 266 69 146 279 99 113
Storage Length - - 100 - 0 -
Grade, % 0 - - 5 0 -
Mvmt Flow 289 75 159 303 108 123

Stage 1 - - - - 327 -
Stage 2 - - - - 621 -
Critical Hdwy - - 4.1 - 6.4 6.2
Follow-up Hdwy - - 2.2 - 3.5 3.3
Pot Cap-1 Maneuver - - 1206 - 292 719
Stage 1 - - - - 735 -
Stage 2 - - - - 540 -
Mov Cap-1 Maneuver - - 1206 - 254 719
Stage 1 - - - - 735 -
Stage 2 - - - - 469 -
Approach EB WB NB
HCM Control Delay, s 0 2.9 27
HCM LOS D
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT

Capacity (veh/h) 388 - - 1206 -
HCM Lane V/C Ratio 0.594 - - 0.132 -
HCM Control Delay (s) 27 - - 8.4 -
HCM Lane LOS D - - A -
HCM 95th %tile Q(veh) 3.7 - - 0.5 -

GGS 042219 Page 1

Movement WB NB
Directions Served L LR
95th Queue (ft) 57 106
Zone Summary

GGS 042219 Page 1

Movement EB WB WB WB NB NB SB SB SB
Directions Served LTR L T R LT R L L TR
Maximum Queue (ft) 215 174 478 218 309 225 131 24 280
Average Queue (ft) 98 64 159 66 210 68 62 3 78
95th Queue (ft) 177 144 418 161 345 214 125 14 274
Intersection: 219: Augusta St/Augusta St & Field St/Howe Extension

Movement EB WB WB NB NB SB SB
Directions Served LTR LT R L TR L TR
Maximum Queue (ft) 137 412 175 124 266 124 687
Average Queue (ft) 52 133 48 35 120 76 329
95th Queue (ft) 102 348 129 96 242 151 751
Zone Summary

GGS 042219 Page 1
24: Augusta St /Augusta St & Dunbar St PM Peak Hour
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Cap, veh/h 270 286 336 625 1427 0 0 981 211
Arrive On Green 0.15 0.00 0.15 0.06 0.76 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1583 1774 1881 0 0 1479 318
Grp Volume(v), veh/h 130 0 229 231 586 0 0 0 768
Q Serve(g_s), s 8.1 0.0 16.0 4.7 13.1 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.1 0.0 16.0 4.7 13.1 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
V/C Ratio(X) 0.48 0.00 0.68 0.37 0.41 0.00 0.00 0.00 0.64
Avail Cap(c_a), veh/h 315 334 376 677 1427 0 0 0 1192
Incr Delay (d2), s/veh 1.3 0.0 4.3 0.4 0.3 0.0 0.0 0.0 2.7
LnGrp LOS D D A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 1
26: Augusta St/River Street & Main Street PM Peak Hour
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.82 1.00 0.93 1.00 0.92
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 409 426 0 413 265 119 0 568 461 0 579 433
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1845 0 1792 1147 516 0 1845 1500 0 1881 1407
Grp Volume(v), veh/h 49 131 0 101 0 187 0 472 132 0 424 78
Q Serve(g_s), s 1.7 4.6 0.0 3.6 0.0 7.6 0.0 18.6 5.2 0.0 15.7 3.2
Cycle Q Clear(g_c), s 1.7 4.6 0.0 3.6 0.0 7.6 0.0 18.6 5.2 0.0 15.7 3.2
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
V/C Ratio(X) 0.12 0.31 0.00 0.24 0.00 0.49 0.00 0.83 0.29 0.00 0.73 0.18
Avail Cap(c_a), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
Incr Delay (d2), s/veh 0.6 1.9 0.0 1.4 0.0 4.4 0.0 13.3 1.6 0.0 8.0 0.9
LnGrp LOS C C C C D C C C
Approach LOS C C C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 2
28: Augusta St & Vardry St PM Peak Hour
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 306 340 401 782 1380 0 0 1040 90
Arrive On Green 0.18 0.00 0.18 0.08 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1544 1810 1881 0 0 1685 146
Grp Volume(v), veh/h 34 0 289 292 436 0 0 0 465
Q Serve(g_s), s 2.0 0.0 20.5 6.6 9.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 2.0 0.0 20.5 6.6 9.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.08
V/C Ratio(X) 0.11 0.00 0.72 0.37 0.32 0.00 0.00 0.00 0.41
Avail Cap(c_a), veh/h 306 340 401 979 1380 0 0 0 1130
Incr Delay (d2), s/veh 0.2 0.0 6.2 0.3 0.1 0.0 0.0 0.0 1.1
LnGrp LOS D D A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B
Notes

GGS 042219 Page 3
42: Mills Ave./Church St & Augusta St /Augusta St. PM Peak Hour
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Cap, veh/h 227 873 294 279 683 514 192 971 101 433 1118 22
Arrive On Green 0.04 0.34 0.34 0.07 0.36 0.36 0.11 0.30 0.30 0.12 0.32 0.32
Sat Flow, veh/h 1723 2600 876 1774 1898 1430 1757 3207 333 3476 3515 68
Grp Volume(v), veh/h 77 394 378 136 436 391 163 495 505 366 516 539
Q Serve(g_s), s 3.5 22.7 22.8 5.9 25.4 25.5 10.9 32.9 32.9 12.4 34.2 34.2
Cycle Q Clear(g_c), s 3.5 22.7 22.8 5.9 25.4 25.5 10.9 32.9 32.9 12.4 34.2 34.2
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.19 1.00 0.04
V/C Ratio(X) 0.34 0.66 0.66 0.49 0.69 0.69 0.85 0.93 0.93 0.85 0.93 0.93
Avail Cap(c_a), veh/h 262 597 570 302 633 564 293 555 566 550 557 582
Incr Delay (d2), s/veh 0.3 5.7 6.0 0.5 6.1 6.8 13.5 22.4 22.1 7.8 18.3 17.7
LnGrp LOS C D D C D D E E E E E E
Approach LOS D D E E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 042219 Page 5
43: Church St & Beattie Pl PM Peak Hour
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.86 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 576 2345 54 407 1987 0 0 1255 98
Arrive On Green 0.32 0.32 0.32 0.09 0.38 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7296 169 1757 3632 0 0 3422 260
Grp Volume(v), veh/h 425 1403 453 186 1094 0 0 505 517
Q Serve(g_s), s 27.4 29.2 29.2 0.4 31.6 0.0 0.0 21.2 21.2
Cycle Q Clear(g_c), s 27.4 29.2 29.2 0.4 31.6 0.0 0.0 21.2 21.2
Prop In Lane 1.00 0.09 1.00 0.00 0.00 0.14
V/C Ratio(X) 0.74 0.77 0.77 0.46 0.55 0.00 0.00 0.76 0.76
Avail Cap(c_a), veh/h 620 1954 630 427 1987 0 0 668 685
Incr Delay (d2), s/veh 4.8 2.0 6.1 0.2 0.9 0.0 0.0 6.6 6.4
LnGrp LOS D D D D C B B
Approach LOS D C B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C
Notes

GGS 042219 Page 6
45: Church St & E North St PM Peak Hour
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 497 1313 135 0 1949 880 278 2231 0
Arrive On Green 0.28 0.28 0.28 0.00 1.00 1.00 0.09 1.00 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 1792 3632 0
Grp Volume(v), veh/h 133 841 441 0 1077 744 124 1890 0
Q Serve(g_s), s 7.5 30.6 30.6 0.0 0.0 0.0 3.9 0.0 0.0
Cycle Q Clear(g_c), s 7.5 30.6 30.6 0.0 0.0 0.0 3.9 0.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 1.00 0.00
V/C Ratio(X) 0.27 0.89 0.89 0.00 0.55 0.85 0.45 0.85 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 1949 880 356 2231 0
Incr Delay (d2), s/veh 0.3 8.5 14.8 0.0 0.6 5.8 0.2 2.2 0.0
LnGrp LOS D D E A A B A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 8
49: Church St & Washington St PM Peak Hour
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Cap, veh/h 256 352 300 250 284 241 0 2019 921 165 2224 1004
Arrive On Green 0.10 0.19 0.19 0.06 0.15 0.15 0.00 0.58 0.58 0.04 1.00 1.00
Sat Flow, veh/h 1774 1881 1602 1774 1881 1599 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 178 218 96 198 239 116 0 1537 172 48 1319 120
Q Serve(g_s), s 10.7 13.9 6.7 8.0 16.1 8.6 0.0 43.0 6.6 1.4 0.0 0.0
Cycle Q Clear(g_c), s 10.7 13.9 6.7 8.0 16.1 8.6 0.0 43.0 6.6 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.69 0.62 0.32 0.79 0.84 0.48 0.00 0.76 0.19 0.29 0.59 0.12
Avail Cap(c_a), veh/h 274 434 370 250 347 295 0 2019 921 238 2224 1004
Incr Delay (d2), s/veh 5.4 1.8 0.6 14.8 14.3 1.5 0.0 2.8 0.4 0.3 0.9 0.2
LnGrp LOS D D D E E D C B B A A
Approach LOS D E C A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 9
50: Church St & University Ridge PM Peak Hour
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 669 680 626 174 248 138 163 1446 38 115 1559 1011
Arrive On Green 0.19 0.36 0.36 0.11 0.11 0.11 0.04 0.41 0.41 0.06 0.44 0.44
Sat Flow, veh/h 3476 1900 1578 983 2207 1225 1723 3491 92 1774 3539 1596
Grp Volume(v), veh/h 600 265 147 63 88 89 65 590 615 90 1320 263
Q Serve(g_s), s 19.1 11.8 7.0 6.9 5.2 5.7 2.4 33.7 33.7 5.7 37.7 8.2
Cycle Q Clear(g_c), s 19.1 11.8 7.0 6.9 5.2 5.7 2.4 33.7 33.7 5.7 37.7 8.2
Prop In Lane 1.00 1.00 1.00 0.74 1.00 0.05 1.00 1.00
V/C Ratio(X) 0.90 0.39 0.23 0.36 0.44 0.48 0.40 0.81 0.81 0.78 0.85 0.26
Avail Cap(c_a), veh/h 735 921 826 280 393 363 462 727 758 281 1559 1011
Incr Delay (d2), s/veh 13.0 0.4 0.2 1.3 1.5 1.9 1.6 9.6 9.2 11.1 5.9 0.6
LnGrp LOS E C C D D D C D D E C A
Approach LOS D D D C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 042219 Page 10
51: Church St & Haynie St/Pearl Ave PM Peak Hour
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 240 218 36 239 227 25 266 2182 212 308 2352 71
Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.14 0.67 0.67 0.67 0.67 0.67 0.67
Sat Flow, veh/h 1321 1534 256 1320 1601 178 353 3254 316 414 3506 105
Grp Volume(v), veh/h 34 0 91 56 0 90 25 662 678 37 737 769
Q Serve(g_s), s 1.5 0.0 2.9 2.6 0.0 2.9 2.8 12.6 12.7 3.3 15.1 15.1
Cycle Q Clear(g_c), s 4.5 0.0 2.9 5.5 0.0 2.9 17.9 12.6 12.7 16.0 15.1 15.1
Prop In Lane 1.00 0.14 1.00 0.10 1.00 0.18 1.00 0.06
V/C Ratio(X) 0.14 0.00 0.36 0.23 0.00 0.36 0.09 0.56 0.56 0.12 0.62 0.62
Avail Cap(c_a), veh/h 588 0 726 587 0 721 266 1185 1210 308 1187 1235
Incr Delay (d2), s/veh 0.3 0.0 0.9 0.5 0.0 0.8 0.7 1.9 1.9 0.8 2.4 2.4
LnGrp LOS C C C C B A A B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A

GGS 042219 Page 11
54: Cleveland St & University Ridge PM Peak Hour
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 1.00 0.97 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 162 138 222 129 343 86 290 510 85 78 668 236
Arrive On Green 0.28 0.28 0.28 0.28 0.28 0.28 0.52 0.52 0.52 0.52 0.52 0.52
Sat Flow, veh/h 305 497 797 198 1230 309 405 990 165 27 1297 458
Grp Volume(v), veh/h 353 0 0 90 0 0 284 0 0 323 0 0
Q Serve(g_s), s 8.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 11.8 0.0 0.0 2.2 0.0 0.0 5.2 0.0 0.0 6.2 0.0 0.0
Prop In Lane 0.25 0.50 0.20 0.18 0.31 0.11 0.04 0.26
V/C Ratio(X) 0.68 0.00 0.00 0.16 0.00 0.00 0.32 0.00 0.00 0.33 0.00 0.00
Avail Cap(c_a), veh/h 759 0 0 799 0 0 885 0 0 982 0 0
Incr Delay (d2), s/veh 1.5 0.0 0.0 0.1 0.0 0.0 1.0 0.0 0.0 0.9 0.0 0.0
LnGrp LOS C B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 12
219: Augusta St/Augusta St & Field St PM Peak Hour

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 14 17 830 1636 1371 66
Arrive On Green 0.02 0.02 0.88 0.88 0.88 0.88
Sat Flow, veh/h 634 792 930 1863 1561 75
Grp Volume(v), veh/h 28 0 116 458 0 477
Q Serve(g_s), s 2.3 0.0 2.9 4.8 0.0 6.0
Cycle Q Clear(g_c), s 2.3 0.0 9.0 4.8 0.0 6.0
Prop In Lane 0.43 0.54 1.00 0.05
V/C Ratio(X) 0.86 0.00 0.14 0.28 0.00 0.33
Avail Cap(c_a), veh/h 296 0 830 1636 0 1437
Incr Delay (d2), s/veh 56.5 0.0 0.4 0.4 0.0 0.6
LnGrp LOS F A A A
Approach LOS F A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
HCM 2010 LOS A
Notes

GGS 042219 Page 13
27: Augusta St /Augusta St & Driveway/University St PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 3 2 8 26 0 120 1 419 41 86 422 1
Future Vol, veh/h 3 2 8 26 0 120 1 419 41 86 422 1
Storage Length - - - - - 75 - - - - - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 8 27 0 126 1 441 43 91 444 1

Stage 1 646 646 - 507 507 - - - - - - -
Stage 2 470 528 - 649 646 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.14 6.5 6.23 4.1 - - 4.11 - -
Follow-up Hdwy 3.5 4 3.3 3.536 4 3.327 2.2 - - 2.209 - -
Pot Cap-1 Maneuver 187 193 588 172 199 561 1107 - - 1046 - -
Stage 1 464 470 - 544 543 - - - - - - -
Stage 2 578 531 - 455 470 - - - - - - -
Mov Cap-1 Maneuver 127 161 567 144 165 536 1088 - - 1041 - -
Mov Cap-2 Maneuver 127 161 - 144 165 - - - - - - -
Stage 1 455 408 - 522 521 - - - - - - -
Stage 2 439 509 - 387 408 - - - - - - -
HCM Control Delay, s 19.7 17.7 0 1.5
HCM LOS C C
Capacity (veh/h) 1088 - - 259 144 536 1041 - -
HCM Lane V/C Ratio 0.001 - - 0.053 0.19 0.236 0.087 - -
HCM 95th %tile Q(veh) 0 - - 0.2 0.7 0.9 0.3 - -

GGS 042219 Page 1
31: Augusta St & Bradshaw Street PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 41 127 434 17 32 424
Future Vol, veh/h 41 127 434 17 32 424
Grade, % 0 - 0 - - 0
Mvmt Flow 43 134 457 18 34 446

Stage 1 469 - - - - -
Stage 2 514 - - - - -
Critical Hdwy 6.4 6.21 - - 4.13 -
Follow-up Hdwy 3.5 3.309 - - 2.227 -
Pot Cap-1 Maneuver 278 596 - - 1079 -
Stage 1 634 - - - - -
Stage 2 605 - - - - -
Mov Cap-1 Maneuver 268 594 - - 1079 -
Stage 1 632 - - - - -
Stage 2 586 - - - - -
Approach WB NB SB
HCM LOS B

Capacity (veh/h) - - 558 1079 -
HCM Lane V/C Ratio - - 0.317 0.031 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 1.4 0.1 -

GGS 042219 Page 2
33: Augusta St & Harris St PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 68 132 576 132 109 602
Future Vol, veh/h 68 132 576 132 109 602
Grade, % 0 - 0 - - 0
Mvmt Flow 71 138 600 138 114 627

Stage 1 671 - - - - -
Stage 2 854 - - - - -
Critical Hdwy 6.4 6.21 - - 4.11 -
Follow-up Hdwy 3.5 3.309 - - 2.209 -
Pot Cap-1 Maneuver 131 458 - - 871 -
Stage 1 512 - - - - -
Stage 2 421 - - - - -
Mov Cap-1 Maneuver 114 457 - - 871 -
Stage 1 511 - - - - -
Stage 2 366 - - - - -
Approach WB NB SB
HCM LOS C

HCM 95th %tile Q(veh) - - 3.1 0.4 -

GGS 042219 Page 3
35: Augusta St & Claussen Ave PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 31 15 701 3 8 688
Future Vol, veh/h 31 15 701 3 8 688
Grade, % 0 - 0 - - 0
Mvmt Flow 32 15 715 3 8 702

Stage 1 720 - - - - -
Stage 2 718 - - - - -
Critical Hdwy 6.4 6.2 - - 4.23 -
Follow-up Hdwy 3.5 3.3 - - 2.317 -
Pot Cap-1 Maneuver 148 431 - - 832 -
Stage 1 486 - - - - -
Stage 2 487 - - - - -
Mov Cap-1 Maneuver 146 430 - - 832 -
Stage 1 485 - - - - -
Stage 2 482 - - - - -
Approach WB NB SB
HCM LOS C

HCM 95th %tile Q(veh) - - 0.4 0 -

GGS 042219 Page 4
37: Augusta St & Driveway/Thruston Ave PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 15 3 15 22 0 8 8 681 17 3 707 5
Future Vol, veh/h 15 3 15 22 0 8 8 681 17 3 707 5
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 15 3 15 23 0 8 8 702 18 3 729 5

Stage 1 744 744 - 728 728 - - - - - - -
Stage 2 731 737 - 747 746 - - - - - - -
Critical Hdwy 7.1 6.5 6.27 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.363 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 106 127 410 106 128 436 876 - - 890 - -
Stage 1 410 424 - 418 432 - - - - - - -
Stage 2 416 428 - 408 424 - - - - - - -
Mov Cap-1 Maneuver 102 125 408 99 126 436 876 - - 890 - -
Mov Cap-2 Maneuver 102 125 - 99 126 - - - - - - -
Stage 1 404 420 - 414 428 - - - - - - -
Stage 2 404 424 - 388 420 - - - - - - -
HCM Control Delay, s 33.7 43 0.1 0
HCM LOS D E
Capacity (veh/h) 876 - - 159 125 890 - -
HCM Lane V/C Ratio 0.009 - - 0.214 0.247 0.003 - -
HCM Control Delay (s) 9.1 - - 33.7 43 9.1 - -
HCM Lane LOS A - - D E A - -
HCM 95th %tile Q(veh) 0 - - 0.8 0.9 0 - -

GGS 042219 Page 5
40: Augusta St & Augusta Walk/Haynie St PM Peak Hour
Intersection
Int Delay, s/veh 2
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 134 1 722 11 91 705 0
Future Vol, veh/h 0 0 1 5 1 134 1 722 11 91 705 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 141 1 760 12 96 742 0

Stage 1 941 941 - 777 777 - - - - - - -
Stage 2 384 783 - 934 941 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.93 4.1 - - 4.115 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.319 2.2 - - 2.2095 - -
Pot Cap-1 Maneuver 125 90 415 66 91 604 869 - - 840 - -
Stage 1 319 345 - 360 410 - - - - - - -
Stage 2 616 407 - 322 345 - - - - - - -
Mov Cap-1 Maneuver 85 78 412 59 79 598 869 - - 839 - -
Mov Cap-2 Maneuver 85 78 - 59 79 - - - - - - -
Stage 1 316 303 - 356 406 - - - - - - -
Stage 2 468 403 - 284 303 - - - - - - -
HCM LOS B C
Capacity (veh/h) 869 - - 412 435 839 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.339 0.114 - -
HCM Control Delay (s) 9.1 0 - 13.8 17.5 9.8 - -
HCM Lane LOS A A - B C A - -
HCM 95th %tile Q(veh) 0 - - 0 1.5 0.4 - -

GGS 042219 Page 6
60: Haynie St & Howe St PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 4 106 109 11 33 2
Future Vol, veh/h 4 106 109 11 33 2
Grade, % - -6 5 - 2 -
Mvmt Flow 5 128 131 13 40 2

Stage 1 - - - - 140 -
Stage 2 - - - - 137 -
Critical Hdwy 4.1 - - - 6.8 6.42
Follow-up Hdwy 2.2 - - - 3.5 3.318
Pot Cap-1 Maneuver 1447 - - - 695 901
Stage 1 - - - - 878 -
Stage 2 - - - - 881 -
Mov Cap-1 Maneuver 1447 - - - 690 899
Stage 1 - - - - 876 -
Stage 2 - - - - 876 -
Approach EB WB SB
HCM LOS B

Capacity (veh/h) 1447 - - - 699
HCM Lane V/C Ratio 0.003 - - - 0.06
HCM 95th %tile Q(veh) 0 - - - 0.2

GGS 042219 Page 7
Queuing and Blocking Report PM Peak Hour

95th Queue (ft) 32 50 61 38 137

95th Queue (ft) 125 17 44 146

95th Queue (ft) 243 9 61 69
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URpmex.syn SimTraffic Report

GGS 042219 Page 1

95th Queue (ft) 69 5 17 80

Maximum Queue (ft) 59 87 40 10 20 106
95th Queue (ft) 57 75 28 6 14 110

Movement EB WB NB NB SB
Directions Served LTR LTR LT TR L
95th Queue (ft) 14 91 4 15 58
Link Distance (ft) 254 509 233 233 181

GGS 042219 Page 2

Movement EB SB
Directions Served LT LR
Zone Summary

GGS 042219 Page 3

Maximum Queue (ft) 182 166 190 112 200
95th Queue (ft) 146 129 151 68 242

Maximum Queue (ft) 57 174 75 167 310 190 330 115
Average Queue (ft) 26 78 52 82 177 67 156 54
95th Queue (ft) 64 142 88 140 288 202 256 125
Storage Blk Time (%) 4 40 15 27 16 24 0

Maximum Queue (ft) 105 153 186 121 149
95th Queue (ft) 61 121 143 101 171

GGS 042219 Page 1

Maximum Queue (ft) 68 269 315 151 420 472 225 604 574 152 424 546
Average Queue (ft) 17 135 171 75 203 282 173 360 342 84 140 310
95th Queue (ft) 50 228 268 133 346 447 282 502 490 141 314 489
Link Distance (ft) 1308 1308 713 713 1468 1468 1756

Movement SB
95th Queue (ft) 495

Maximum Queue (ft) 480 518 503 450 402 241 306 311 206 199
Average Queue (ft) 281 304 260 238 217 124 190 193 173 179
95th Queue (ft) 467 485 448 419 378 211 313 316 215 205
Link Distance (ft) 781 781 781 781 781 300 300 300 174 174
Upstream Blk Time (%) 0 0 0 9 15

GGS 042219 Page 2

Maximum Queue (ft) 375 472 370 312 319 325 190 145 386 380
Average Queue (ft) 107 342 286 216 191 217 167 62 202 205
95th Queue (ft) 242 445 364 295 308 362 227 115 323 340
Link Distance (ft) 463 463 463 310 310 300 300 300
Upstream Blk Time (%) 0 1 1 1 1 1

Maximum Queue (ft) 271 277 164 250 519 277 406 459 101 97 136 152
Average Queue (ft) 113 151 41 171 207 74 227 271 36 33 64 83
95th Queue (ft) 202 244 104 272 486 227 385 434 82 72 115 134
Link Distance (ft) 527 665 1845 1845 237 237
Storage Blk Time (%) 1 0 17 4 0 0 0

Movement SB
Directions Served R
95th Queue (ft) 27
Link Distance (ft)

GGS 042219 Page 3

Maximum Queue (ft) 212 224 674 138 114 105 126 213 473 484 174 553
Average Queue (ft) 178 199 260 62 45 42 67 42 231 243 92 286
95th Queue (ft) 246 251 566 116 95 82 114 159 408 423 194 489
Link Distance (ft) 1490 777 777 1025 1025 1149

Movement SB SB B2
Directions Served T R T
95th Queue (ft) 500 329 7

Maximum Queue (ft) 70 125 114 162 85 250 261 174 355 351
Average Queue (ft) 17 48 42 53 8 106 128 39 184 189
95th Queue (ft) 48 96 90 109 41 213 237 115 317 316
Link Distance (ft) 527 1009 1756 1756 1025 1025

GGS 042219 Page 4

95th Queue (ft) 185 79 122 119

95th Queue (ft) 62 66 95 131
Zone Summary

GGS 042219 Page 5
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Cap, veh/h 287 304 360 598 1410 0 0 960 206
Arrive On Green 0.16 0.00 0.16 0.06 0.75 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1584 1774 1881 0 0 1479 318
Grp Volume(v), veh/h 141 0 248 250 635 0 0 0 831
Q Serve(g_s), s 8.8 0.0 17.2 5.3 15.3 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.8 0.0 17.2 5.3 15.3 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
V/C Ratio(X) 0.49 0.00 0.69 0.42 0.45 0.00 0.00 0.00 0.71
Avail Cap(c_a), veh/h 315 334 385 641 1410 0 0 0 1166
Incr Delay (d2), s/veh 1.3 0.0 4.8 0.5 0.3 0.0 0.0 0.0 3.7
LnGrp LOS D D A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 1
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.82 1.00 0.93 1.00 0.92
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 409 426 0 413 266 118 0 568 461 0 579 433
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1845 0 1792 1153 511 0 1845 1500 0 1881 1407
Grp Volume(v), veh/h 53 142 0 110 0 202 0 511 143 0 460 84
Q Serve(g_s), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 20.7 5.7 0.0 17.5 3.4
Cycle Q Clear(g_c), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 20.7 5.7 0.0 17.5 3.4
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
V/C Ratio(X) 0.13 0.33 0.00 0.27 0.00 0.53 0.00 0.90 0.31 0.00 0.79 0.19
Avail Cap(c_a), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
Incr Delay (d2), s/veh 0.7 2.1 0.0 1.6 0.0 5.1 0.0 19.9 1.7 0.0 10.8 1.0
LnGrp LOS C C C C D C D C
Approach LOS C C D C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 2
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 306 340 411 768 1380 0 0 1030 89
Arrive On Green 0.18 0.00 0.18 0.08 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1544 1810 1881 0 0 1686 146
Grp Volume(v), veh/h 37 0 312 316 471 0 0 0 503
Q Serve(g_s), s 2.2 0.0 21.5 7.3 10.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 2.2 0.0 21.5 7.3 10.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.08
V/C Ratio(X) 0.12 0.00 0.76 0.41 0.34 0.00 0.00 0.00 0.45
Avail Cap(c_a), veh/h 306 340 411 954 1380 0 0 0 1119
Incr Delay (d2), s/veh 0.2 0.0 8.0 0.4 0.1 0.0 0.0 0.0 1.3
LnGrp LOS D D A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B
Notes

GGS 042219 Page 3
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Cap, veh/h 193 800 270 246 631 477 205 1015 106 461 1169 23
Arrive On Green 0.05 0.31 0.31 0.07 0.33 0.33 0.12 0.32 0.32 0.13 0.33 0.33
Sat Flow, veh/h 1723 2600 876 1774 1895 1433 1757 3207 333 3476 3513 69
Grp Volume(v), veh/h 84 427 409 147 474 422 176 536 547 396 559 584
Q Serve(g_s), s 4.0 26.3 26.3 6.7 29.5 29.5 11.8 36.1 36.2 13.4 37.5 37.5
Cycle Q Clear(g_c), s 4.0 26.3 26.3 6.7 29.5 29.5 11.8 36.1 36.2 13.4 37.5 37.5
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.19 1.00 0.04
V/C Ratio(X) 0.44 0.78 0.78 0.60 0.81 0.81 0.86 0.97 0.97 0.86 0.96 0.96
Avail Cap(c_a), veh/h 220 547 522 258 586 522 293 555 566 550 583 609
Incr Delay (d2), s/veh 0.6 10.6 11.1 2.2 11.4 12.7 16.0 29.6 29.4 8.8 22.7 22.1
LnGrp LOS C D D C D D E E E E E E
Approach LOS D D E E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
HCM 2010 LOS E

GGS 042219 Page 5
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.87 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 595 2424 56 381 1987 0 0 1255 98
Arrive On Green 0.33 0.33 0.33 0.14 0.56 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7300 167 1757 3632 0 0 3423 259
Grp Volume(v), veh/h 460 1518 490 202 1184 0 0 546 561
Q Serve(g_s), s 30.0 31.9 31.9 3.1 28.7 0.0 0.0 25.7 25.8
Cycle Q Clear(g_c), s 30.0 31.9 31.9 3.1 28.7 0.0 0.0 25.7 25.8
Prop In Lane 1.00 0.09 1.00 0.00 0.00 0.14
V/C Ratio(X) 0.77 0.81 0.81 0.53 0.60 0.00 0.00 0.82 0.82
Avail Cap(c_a), veh/h 620 1954 631 401 1987 0 0 668 685
Incr Delay (d2), s/veh 6.3 2.7 8.0 0.4 1.0 0.0 0.0 9.1 9.0
LnGrp LOS D D D D B C C
Approach LOS D C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C
Notes

GGS 042219 Page 6
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 524 1384 143 0 1881 849 262 2178 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.10 1.00 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 1792 3632 0
Grp Volume(v), veh/h 145 911 478 0 1167 805 134 2046 0
Q Serve(g_s), s 8.1 33.3 33.3 0.0 0.0 0.0 4.4 0.0 0.0
Cycle Q Clear(g_c), s 8.1 33.3 33.3 0.0 0.0 0.0 4.4 0.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 1.00 0.00
V/C Ratio(X) 0.28 0.91 0.91 0.00 0.62 0.95 0.51 0.94 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 1881 849 332 2178 0
Incr Delay (d2), s/veh 0.3 11.2 18.7 0.0 1.0 15.0 0.2 4.4 0.0
LnGrp LOS D E E A B B A
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 8
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Cap, veh/h 264 378 322 254 299 255 0 1963 896 138 2174 981
Arrive On Green 0.10 0.20 0.20 0.06 0.16 0.16 0.00 0.56 0.56 0.05 1.00 1.00
Sat Flow, veh/h 1774 1881 1603 1774 1881 1600 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 193 236 103 214 259 126 0 1665 186 52 1429 130
Q Serve(g_s), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 51.7 7.5 1.6 0.0 0.0
Cycle Q Clear(g_c), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 51.7 7.5 1.6 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.73 0.62 0.32 0.84 0.87 0.49 0.00 0.85 0.21 0.38 0.66 0.13
Avail Cap(c_a), veh/h 271 434 370 254 347 295 0 1963 896 208 2174 981
Incr Delay (d2), s/veh 8.2 2.2 0.6 20.9 17.9 1.5 0.0 4.8 0.5 0.5 1.3 0.2
LnGrp LOS D D D E E D C B C A A
Approach LOS D E C A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 9
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 701 707 648 175 262 147 140 1399 36 123 1529 1012
Arrive On Green 0.20 0.37 0.37 0.12 0.12 0.12 0.04 0.40 0.40 0.07 0.43 0.43
Sat Flow, veh/h 3476 1900 1578 955 2198 1233 1723 3493 91 1774 3539 1596
Grp Volume(v), veh/h 649 286 159 69 96 96 70 638 667 98 1430 285
Q Serve(g_s), s 21.5 13.1 7.8 8.1 5.9 6.4 2.8 40.2 40.3 6.4 45.2 9.3
Cycle Q Clear(g_c), s 21.5 13.1 7.8 8.1 5.9 6.4 2.8 40.2 40.3 6.4 45.2 9.3
Prop In Lane 1.00 1.00 1.00 0.75 1.00 0.05 1.00 1.00
V/C Ratio(X) 0.93 0.40 0.25 0.39 0.45 0.49 0.50 0.91 0.91 0.79 0.94 0.28
Avail Cap(c_a), veh/h 711 891 801 265 380 351 427 703 733 272 1529 1012
Incr Delay (d2), s/veh 18.0 0.4 0.2 1.4 1.5 1.9 2.7 17.8 17.3 10.8 12.0 0.7
LnGrp LOS E C C D D D C D D E D B
Approach LOS D D D D
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 042219 Page 10
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 242 229 38 243 235 30 233 2165 209 273 2332 69
Arrive On Green 0.15 0.15 0.15 0.15 0.15 0.15 0.66 0.66 0.66 0.66 0.66 0.66
Sat Flow, veh/h 1312 1534 256 1312 1572 199 314 3256 314 373 3507 104
Grp Volume(v), veh/h 37 0 98 60 0 98 27 715 735 40 797 833
Q Serve(g_s), s 1.7 0.0 3.2 2.8 0.0 3.2 3.7 14.7 14.9 4.4 17.7 17.9
Cycle Q Clear(g_c), s 4.9 0.0 3.2 6.0 0.0 3.2 21.6 14.7 14.9 19.3 17.7 17.9
Prop In Lane 1.00 0.14 1.00 0.11 1.00 0.17 1.00 0.06
V/C Ratio(X) 0.15 0.00 0.37 0.25 0.00 0.37 0.12 0.61 0.61 0.15 0.68 0.68
Avail Cap(c_a), veh/h 574 0 720 574 0 712 233 1175 1200 273 1177 1225
Incr Delay (d2), s/veh 0.3 0.0 0.8 0.5 0.0 0.9 1.0 2.4 2.3 1.1 3.1 3.1
LnGrp LOS C C C C B A A B A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 11
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.98 0.99 0.98 1.00 0.97 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 167 144 233 130 356 89 286 498 82 77 654 230
Arrive On Green 0.29 0.29 0.29 0.29 0.29 0.29 0.50 0.50 0.50 0.50 0.50 0.50
Sat Flow, veh/h 312 490 794 197 1212 303 409 987 162 28 1297 455
Grp Volume(v), veh/h 384 0 0 96 0 0 307 0 0 348 0 0
Q Serve(g_s), s 9.7 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 13.2 0.0 0.0 2.3 0.0 0.0 5.9 0.0 0.0 7.1 0.0 0.0
Prop In Lane 0.25 0.50 0.20 0.18 0.32 0.10 0.04 0.26
V/C Ratio(X) 0.71 0.00 0.00 0.17 0.00 0.00 0.35 0.00 0.00 0.36 0.00 0.00
Avail Cap(c_a), veh/h 743 0 0 777 0 0 866 0 0 961 0 0
Incr Delay (d2), s/veh 1.9 0.0 0.0 0.1 0.0 0.0 1.1 0.0 0.0 1.1 0.0 0.0
LnGrp LOS C B A B
Approach LOS C B A B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 042219 Page 12

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 15 19 794 1632 1367 67
Arrive On Green 0.02 0.02 0.88 0.88 0.88 0.88
Sat Flow, veh/h 640 788 897 1863 1560 76
Grp Volume(v), veh/h 30 0 126 496 0 517
Q Serve(g_s), s 2.4 0.0 3.5 5.4 0.0 6.9
Cycle Q Clear(g_c), s 2.4 0.0 10.4 5.4 0.0 6.9
Prop In Lane 0.43 0.53 1.00 0.05
V/C Ratio(X) 0.86 0.00 0.16 0.30 0.00 0.36
Avail Cap(c_a), veh/h 296 0 794 1632 0 1434
Incr Delay (d2), s/veh 52.0 0.0 0.4 0.5 0.0 0.7
LnGrp LOS F A A A
Approach LOS F A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
HCM 2010 LOS A
Notes

GGS 042219 Page 13
Intersection
Lane Configurations
Traffic Vol, veh/h 3 2 9 28 0 130 1 454 44 93 457 1
Future Vol, veh/h 3 2 9 28 0 130 1 454 44 93 457 1
Storage Length - - - - - 75 - - - - - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 9 29 0 137 1 478 46 98 481 1

Stage 1 697 697 - 545 545 - - - - - - -
Stage 2 508 568 - 701 698 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.14 6.5 6.23 4.1 - - 4.11 - -
Follow-up Hdwy 3.5 4 3.3 3.536 4 3.327 2.2 - - 2.209 - -
Pot Cap-1 Maneuver 162 171 560 149 176 534 1073 - - 1011 - -
Stage 1 435 446 - 519 522 - - - - - - -
Stage 2 551 510 - 426 445 - - - - - - -
Mov Cap-1 Maneuver 104 139 540 123 144 510 1055 - - 1006 - -
Mov Cap-2 Maneuver 104 139 - 123 144 - - - - - - -
Stage 1 426 379 - 498 501 - - - - - - -
Stage 2 401 489 - 355 378 - - - - - - -
HCM LOS C C
Capacity (veh/h) 1055 - - 234 123 510 1006 - -
HCM Lane V/C Ratio 0.001 - - 0.063 0.24 0.268 0.097 - -
HCM Control Delay (s) 8.4 0 - 21.4 43.3 14.6 9 0 -
HCM 95th %tile Q(veh) 0 - - 0.2 0.9 1.1 0.3 - -

GGS 042219 Page 1
Intersection
Lane Configurations
Traffic Vol, veh/h 44 138 470 18 35 459
Future Vol, veh/h 44 138 470 18 35 459
Grade, % 0 - 0 - - 0
Mvmt Flow 46 145 495 19 37 483

Stage 1 507 - - - - -
Stage 2 557 - - - - -
Critical Hdwy 6.4 6.21 - - 4.13 -
Follow-up Hdwy 3.5 3.309 - - 2.227 -
Pot Cap-1 Maneuver 249 568 - - 1044 -
Stage 1 609 - - - - -
Stage 2 578 - - - - -
Mov Cap-1 Maneuver 239 566 - - 1044 -
Stage 1 607 - - - - -
Stage 2 558 - - - - -
Approach WB NB SB
HCM LOS C

Capacity (veh/h) - - 530 1044 -
HCM Lane V/C Ratio - - 0.361 0.035 -
HCM 95th %tile Q(veh) - - 1.6 0.1 -

GGS 042219 Page 2
Intersection
Lane Configurations
Traffic Vol, veh/h 74 143 624 143 118 652
Future Vol, veh/h 74 143 624 143 118 652
Grade, % 0 - 0 - - 0
Mvmt Flow 77 149 650 149 123 679

Stage 1 726 - - - - -
Stage 2 925 - - - - -
Critical Hdwy 6.4 6.21 - - 4.11 -
Follow-up Hdwy 3.5 3.309 - - 2.209 -
Pot Cap-1 Maneuver 110 426 - - 827 -
Stage 1 483 - - - - -
Stage 2 389 - - - - -
Stage 1 482 - - - - -
Stage 2 331 - - - - -
Approach WB NB SB
HCM LOS D

HCM Lane V/C Ratio - - 0.633 0.149 -
HCM 95th %tile Q(veh) - - 4.1 0.5 -

GGS 042219 Page 3
Intersection
Lane Configurations
Traffic Vol, veh/h 34 16 759 3 9 745
Future Vol, veh/h 34 16 759 3 9 745
Grade, % 0 - 0 - - 0
Mvmt Flow 35 16 774 3 9 760

Stage 1 779 - - - - -
Stage 2 779 - - - - -
Critical Hdwy 6.4 6.2 - - 4.23 -
Follow-up Hdwy 3.5 3.3 - - 2.317 -
Pot Cap-1 Maneuver 125 399 - - 790 -
Stage 1 456 - - - - -
Stage 2 456 - - - - -
Mov Cap-1 Maneuver 123 398 - - 790 -
Stage 1 455 - - - - -
Stage 2 451 - - - - -
Approach WB NB SB
HCM LOS C

HCM Lane V/C Ratio - - 0.147 0.012 -
HCM 95th %tile Q(veh) - - 0.5 0 -

GGS 042219 Page 4
Intersection
Lane Configurations
Traffic Vol, veh/h 16 3 16 24 0 9 9 737 18 3 766 5
Future Vol, veh/h 16 3 16 24 0 9 9 737 18 3 766 5
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 16 3 16 25 0 9 9 760 19 3 790 5

Stage 1 804 804 - 789 789 - - - - - - -
Stage 2 792 798 - 808 807 - - - - - - -
Critical Hdwy 7.1 6.5 6.27 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.363 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 87 107 378 87 108 404 831 - - 847 - -
Stage 1 380 398 - 387 405 - - - - - - -
Stage 2 385 401 - 378 397 - - - - - - -
Mov Cap-1 Maneuver 84 105 376 80 106 404 831 - - 847 - -
Mov Cap-2 Maneuver 84 105 - 80 106 - - - - - - -
Stage 1 374 394 - 382 400 - - - - - - -
Stage 2 372 396 - 357 393 - - - - - - -
HCM Control Delay, s 41.5 57 0.1 0
HCM LOS E F
Capacity (veh/h) 831 - - 134 102 847 - -
HCM Lane V/C Ratio 0.011 - - 0.269 0.334 0.004 - -
HCM Control Delay (s) 9.4 - - 41.5 57 9.3 - -
HCM Lane LOS A - - E F A - -
HCM 95th %tile Q(veh) 0 - - 1 1.3 0 - -

GGS 042219 Page 5
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 145 1 782 12 98 763 0
Future Vol, veh/h 0 0 1 5 1 145 1 782 12 98 763 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 153 1 823 13 103 803 0

Stage 1 1016 1016 - 841 841 - - - - - - -
Stage 2 415 847 - 1010 1016 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.93 4.1 - - 4.115 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.319 2.2 - - 2.2095 - -
Pot Cap-1 Maneuver 105 74 383 52 74 576 825 - - 795 - -
Stage 1 289 318 - 330 383 - - - - - - -
Stage 2 591 381 - 292 318 - - - - - - -
Mov Cap-1 Maneuver 68 63 380 46 63 571 825 - - 794 - -
Mov Cap-2 Maneuver 68 63 - 46 63 - - - - - - -
Stage 1 286 275 - 327 379 - - - - - - -
Stage 2 431 377 - 253 275 - - - - - - -
HCM LOS B C
Capacity (veh/h) 825 - - 380 399 794 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.398 0.13 - -
HCM Control Delay (s) 9.4 0 - 14.5 19.9 10.2 - -
HCM Lane LOS A A - B C B - -
HCM 95th %tile Q(veh) 0 - - 0 1.9 0.4 - -

GGS 042219 Page 6
Intersection
Lane Configurations
Traffic Vol, veh/h 4 115 118 12 36 2
Future Vol, veh/h 4 115 118 12 36 2
Grade, % - -6 5 - 2 -
Mvmt Flow 5 139 142 14 43 2

Stage 1 - - - - 151 -
Stage 2 - - - - 148 -
Critical Hdwy 4.1 - - - 6.8 6.42
Follow-up Hdwy 2.2 - - - 3.5 3.318
Pot Cap-1 Maneuver 1433 - - - 674 888
Stage 1 - - - - 867 -
Stage 2 - - - - 870 -
Mov Cap-1 Maneuver 1433 - - - 669 886
Stage 1 - - - - 865 -
Stage 2 - - - - 865 -
Approach EB WB SB
HCM LOS B

Capacity (veh/h) 1433 - - - 678
HCM Lane V/C Ratio 0.003 - - - 0.068
HCM 95th %tile Q(veh) 0 - - - 0.2

GGS 042219 Page 7

95th Queue (ft) 35 84 81 42 151

95th Queue (ft) 125 4 47 163

95th Queue (ft) 314 19 70 113
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URpmnb.syn SimTraffic Report

GGS 042219 Page 1

Movement WB SB SB
95th Queue (ft) 62 16 112

Movement EB WB NB SB SB
Directions Served LTR LTR L L TR
95th Queue (ft) 66 70 26 11 121

Movement EB WB NB NB B48 SB SB
Directions Served LTR LTR LT TR T L TR
Maximum Queue (ft) 20 122 40 28 10 69 10
Average Queue (ft) 1 49 3 2 0 28 1
95th Queue (ft) 12 89 22 14 6 61 8
Link Distance (ft) 254 509 233 233 1308 181 181

GGS 042219 Page 2

Movement EB SB
Directions Served LT LR
Zone Summary

GGS 042219 Page 3

Maximum Queue (ft) 206 192 199 134 202
95th Queue (ft) 170 142 189 91 235

Maximum Queue (ft) 55 188 75 193 362 190 359 115
Average Queue (ft) 31 86 45 83 188 69 195 52
95th Queue (ft) 66 166 80 157 322 209 300 126
Storage Blk Time (%) 6 44 14 27 18 34 0

Maximum Queue (ft) 93 202 190 107 140
95th Queue (ft) 63 145 155 94 167

GGS 042219 Page 1

Maximum Queue (ft) 146 275 304 265 444 578 225 713 730 181 425 671
Average Queue (ft) 30 157 186 97 236 315 183 505 488 91 258 459
95th Queue (ft) 103 254 286 196 399 501 289 842 819 167 526 676
Link Distance (ft) 1308 1308 713 713 1468 1468 1756
Storage Blk Time (%) 8 1 10 11 51 28

Movement SB
95th Queue (ft) 675

Maximum Queue (ft) 579 559 518 489 441 263 297 299 204 199
Average Queue (ft) 333 345 296 280 259 147 178 193 176 179
95th Queue (ft) 530 530 495 471 428 243 274 295 214 203
Link Distance (ft) 781 781 781 781 781 300 300 300 174 174

GGS 042219 Page 2

Maximum Queue (ft) 462 478 451 422 330 332 190 141 392 409
Average Queue (ft) 129 369 320 256 211 257 179 67 267 286
95th Queue (ft) 331 478 426 371 327 385 225 122 408 438
Link Distance (ft) 463 463 463 310 310 300 300 300

Maximum Queue (ft) 269 292 84 250 507 313 482 607 91 89 150 160
Average Queue (ft) 130 146 39 187 321 108 288 359 34 41 85 95
95th Queue (ft) 226 252 78 294 693 307 473 577 71 82 138 145
Link Distance (ft) 527 665 1845 1845 237 237
Storage Blk Time (%) 1 1 31 14 2 2 2

Movement SB
Directions Served R
95th Queue (ft) 37
Link Distance (ft)

GGS 042219 Page 3

Maximum Queue (ft) 212 225 924 775 121 97 151 274 491 531 175 835
Average Queue (ft) 206 220 682 388 35 47 74 55 309 321 89 458
95th Queue (ft) 232 243 1084 967 82 85 129 194 461 480 186 782
Link Distance (ft) 1490 777 777 1025 1025 1149
Storage Blk Time (%) 10 48 1 1 0 16 1 38

Movement SB SB
95th Queue (ft) 805 390

Maximum Queue (ft) 74 119 101 113 133 232 260 174 408 402
Average Queue (ft) 17 47 35 55 11 111 136 35 198 206
95th Queue (ft) 48 90 83 103 56 216 248 101 344 352
Link Distance (ft) 527 1009 1756 1756 1025 1025

GGS 042219 Page 4

95th Queue (ft) 226 78 143 129

95th Queue (ft) 53 62 96 131
Zone Summary

GGS 042219 Page 5
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Cap, veh/h 315 334 424 557 1380 0 0 938 162
Arrive On Green 0.18 0.00 0.18 0.09 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1586 1774 1881 0 0 1542 266
Grp Volume(v), veh/h 141 0 321 366 716 0 0 0 999
Q Serve(g_s), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.15
V/C Ratio(X) 0.45 0.00 0.76 0.66 0.52 0.00 0.00 0.00 0.91
Avail Cap(c_a), veh/h 315 334 424 557 1380 0 0 0 1100
Incr Delay (d2), s/veh 1.0 0.0 7.7 2.8 0.5 0.0 0.0 0.0 12.5
LnGrp LOS D D A A B
Approach LOS D A B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 1
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.82 1.00 0.93 1.00 0.92
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 409 426 0 413 266 118 0 568 461 0 579 433
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1845 0 1792 1153 511 0 1845 1500 0 1881 1407
Grp Volume(v), veh/h 53 142 0 110 0 202 0 781 143 0 593 84
Q Serve(g_s), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 24.0 5.7 0.0 24.0 3.4
Cycle Q Clear(g_c), s 1.8 5.0 0.0 3.9 0.0 8.3 0.0 24.0 5.7 0.0 24.0 3.4
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
V/C Ratio(X) 0.13 0.33 0.00 0.27 0.00 0.53 0.00 1.38 0.31 0.00 1.02 0.19
Avail Cap(c_a), veh/h 409 426 0 413 0 384 0 568 461 0 579 433
Incr Delay (d2), s/veh 0.7 2.1 0.0 1.6 0.0 5.1 0.0 180.1 1.7 0.0 43.8 1.0
LnGrp LOS C C C C F C F C
Approach LOS C C F E
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS F

GGS 041919 Page 2
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 306 340 421 706 1380 0 0 891 193
Arrive On Green 0.18 0.00 0.18 0.09 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1544 1810 1881 0 0 1475 319
Grp Volume(v), veh/h 110 0 312 342 541 0 0 0 647
Q Serve(g_s), s 6.8 0.0 21.5 8.0 12.9 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 6.8 0.0 21.5 8.0 12.9 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
V/C Ratio(X) 0.36 0.00 0.74 0.48 0.39 0.00 0.00 0.00 0.60
Avail Cap(c_a), veh/h 306 340 421 880 1380 0 0 0 1084
Incr Delay (d2), s/veh 0.7 0.0 6.8 0.5 0.2 0.0 0.0 0.0 2.4
LnGrp LOS D D A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B
Notes

GGS 041919 Page 3
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Cap, veh/h 150 740 250 197 590 446 227 1027 95 533 1203 20
Arrive On Green 0.05 0.28 0.28 0.07 0.31 0.31 0.13 0.32 0.32 0.15 0.34 0.34
Sat Flow, veh/h 1723 2598 877 1774 1894 1433 1757 3245 301 3476 3528 57
Grp Volume(v), veh/h 84 495 472 147 531 472 198 594 607 479 673 705
Q Serve(g_s), s 4.1 33.1 33.1 6.9 35.7 35.7 13.3 38.0 38.0 16.2 40.9 40.9
Cycle Q Clear(g_c), s 4.1 33.1 33.1 6.9 35.7 35.7 13.3 38.0 38.0 16.2 40.9 40.9
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.17 1.00 0.03
V/C Ratio(X) 0.56 0.98 0.98 0.75 0.97 0.97 0.87 1.07 1.07 0.90 1.13 1.13
Avail Cap(c_a), veh/h 175 507 484 206 548 488 293 555 567 550 598 625
Incr Delay (d2), s/veh 1.2 34.6 35.5 11.6 31.4 33.7 20.0 57.9 58.1 6.2 64.0 64.2
LnGrp LOS C E E D E E E F F E F F
Approach LOS E E F F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
HCM 2010 LOS F

GGS 041919 Page 5
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.87 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 608 2485 53 325 1987 0 0 1270 85
Arrive On Green 0.34 0.34 0.34 0.14 0.56 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7317 155 1757 3632 0 0 3462 226
Grp Volume(v), veh/h 489 1638 530 202 1466 0 0 627 646
Q Serve(g_s), s 32.2 35.1 35.1 7.7 40.3 0.0 0.0 38.7 39.0
Cycle Q Clear(g_c), s 32.2 35.1 35.1 7.7 40.3 0.0 0.0 38.7 39.0
Prop In Lane 1.00 0.08 1.00 0.00 0.00 0.12
V/C Ratio(X) 0.80 0.85 0.85 0.62 0.74 0.00 0.00 0.94 0.94
Avail Cap(c_a), veh/h 620 1954 633 345 1987 0 0 668 687
Incr Delay (d2), s/veh 7.9 4.0 11.3 1.2 1.4 0.0 0.0 20.0 19.9
LnGrp LOS D D D D C C C
Approach LOS D C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D
Notes

GGS 041919 Page 6
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 524 1384 143 0 1884 851 217 2178 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.06 0.82 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 1792 3632 0
Grp Volume(v), veh/h 145 911 478 0 1446 996 134 2406 0
Q Serve(g_s), s 8.1 33.3 33.3 0.0 0.0 0.0 4.3 80.0 0.0
Cycle Q Clear(g_c), s 8.1 33.3 33.3 0.0 0.0 0.0 4.3 80.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 1.00 0.00
V/C Ratio(X) 0.28 0.91 0.91 0.00 0.77 1.17 0.62 1.10 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 1884 851 288 2178 0
Incr Delay (d2), s/veh 0.3 11.2 18.7 0.0 1.4 83.0 0.2 48.3 0.0
LnGrp LOS D E E A F B F
Approach LOS E C E
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 041919 Page 8
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Cap, veh/h 264 378 322 254 299 255 0 1963 896 97 2174 981
Arrive On Green 0.10 0.20 0.20 0.06 0.16 0.16 0.00 0.56 0.56 0.05 1.00 1.00
Sat Flow, veh/h 1774 1881 1603 1774 1881 1600 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 193 236 103 248 259 126 0 2145 231 52 1691 130
Q Serve(g_s), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Cycle Q Clear(g_c), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.73 0.62 0.32 0.98 0.87 0.49 0.00 1.09 0.26 0.53 0.78 0.13
Avail Cap(c_a), veh/h 271 434 370 254 347 295 0 1963 896 167 2174 981
Incr Delay (d2), s/veh 8.2 2.2 0.6 49.6 17.9 1.5 0.0 50.5 0.7 1.2 2.0 0.2
LnGrp LOS D D D F E D F B C A A
Approach LOS D E E A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 041919 Page 9
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 702 721 688 169 241 197 163 1387 31 123 1446 974
Arrive On Green 0.20 0.38 0.38 0.13 0.13 0.13 0.06 0.40 0.40 0.07 0.41 0.41
Sat Flow, veh/h 3476 1900 1578 852 1900 1553 1723 3507 78 1774 3539 1593
Grp Volume(v), veh/h 904 271 298 69 117 72 114 741 775 98 1401 405
Q Serve(g_s), s 24.0 12.3 15.6 9.1 6.8 5.0 4.6 47.0 47.0 6.5 46.0 15.8
Cycle Q Clear(g_c), s 24.0 12.3 15.6 9.1 6.8 5.0 4.6 47.0 47.0 6.5 46.0 15.8
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
V/C Ratio(X) 1.29 0.38 0.43 0.41 0.49 0.37 0.70 1.07 1.07 0.79 0.97 0.42
Avail Cap(c_a), veh/h 702 879 820 240 400 327 414 694 724 269 1446 974
Incr Delay (d2), s/veh 140.1 0.3 0.4 1.6 1.5 1.1 5.3 53.7 53.9 10.9 17.3 1.3
LnGrp LOS F C C D D D C F F E D B
Approach LOS F D F D
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS E

GGS 041919 Page 10
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 426 203 305 302 480 55 107 1779 172 179 1887 81
Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.55 0.55 0.55 0.55 0.55 0.55
Sat Flow, veh/h 1304 675 1013 1151 1595 183 253 3256 314 373 3453 149
Grp Volume(v), veh/h 293 0 245 60 0 107 195 715 735 40 904 948
Q Serve(g_s), s 17.0 0.0 9.3 3.5 0.0 3.5 4.7 24.3 24.6 7.2 37.3 38.3
Cycle Q Clear(g_c), s 20.5 0.0 9.3 12.9 0.0 3.5 43.0 24.3 24.6 31.8 37.3 38.3
Prop In Lane 1.00 0.60 1.00 0.10 1.00 0.17 1.00 0.08
V/C Ratio(X) 0.69 0.00 0.48 0.20 0.00 0.20 1.83 0.74 0.75 0.22 0.93 0.95
Avail Cap(c_a), veh/h 464 0 558 335 0 587 107 965 986 179 967 1001
Incr Delay (d2), s/veh 3.8 0.0 0.7 0.3 0.0 0.2 407.1 5.1 5.1 2.9 16.9 18.2
LnGrp LOS C C C C F B B C C D
Approach LOS C C E C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 041919 Page 11
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 0.97 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 173 142 239 131 361 91 290 485 80 76 635 236
Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.50 0.50 0.50 0.50 0.50 0.50
Sat Flow, veh/h 324 471 795 197 1201 301 422 971 160 27 1272 472
Grp Volume(v), veh/h 398 0 0 96 0 0 311 0 0 353 0 0
Q Serve(g_s), s 10.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 13.9 0.0 0.0 2.3 0.0 0.0 6.1 0.0 0.0 7.4 0.0 0.0
Prop In Lane 0.26 0.50 0.20 0.18 0.32 0.10 0.04 0.27
V/C Ratio(X) 0.72 0.00 0.00 0.16 0.00 0.00 0.36 0.00 0.00 0.37 0.00 0.00
Avail Cap(c_a), veh/h 734 0 0 766 0 0 855 0 0 947 0 0
Incr Delay (d2), s/veh 2.3 0.0 0.0 0.1 0.0 0.0 1.2 0.0 0.0 1.1 0.0 0.0
LnGrp LOS C B B B
Approach LOS C B B B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 12

Lane Configurations
Number 3 18 1 6 2 12
Ped-Bike Adj(A_pbT) 1.00 0.94 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 15 19 708 1632 1383 55
Arrive On Green 0.02 0.02 0.88 0.88 0.88 0.88
Sat Flow, veh/h 640 788 810 1863 1578 63
Grp Volume(v), veh/h 30 0 126 693 0 627
Q Serve(g_s), s 2.4 0.0 4.4 8.8 0.0 9.2
Cycle Q Clear(g_c), s 2.4 0.0 13.6 8.8 0.0 9.2
Prop In Lane 0.43 0.53 1.00 0.04
V/C Ratio(X) 0.86 0.00 0.18 0.42 0.00 0.44
Avail Cap(c_a), veh/h 296 0 708 1632 0 1438
Incr Delay (d2), s/veh 52.0 0.0 0.5 0.8 0.0 1.0
LnGrp LOS F A A A
Approach LOS F A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
HCM 2010 LOS A
Notes

GGS 041919 Page 13
Intersection
Lane Configurations
Traffic Vol, veh/h 3 2 9 25 0 167 1 647 40 96 565 1
Future Vol, veh/h 3 2 9 25 0 167 1 647 40 96 565 1
Storage Length - - - - - 75 - - - - - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 9 26 0 176 1 681 42 101 595 1

Stage 1 817 817 - 746 746 - - - - - - -
Stage 2 709 767 - 821 818 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.14 6.5 6.23 4.1 - - 4.11 - -
Follow-up Hdwy 3.5 4 3.3 3.536 4 3.327 2.2 - - 2.209 - -
Pot Cap-1 Maneuver 97 110 483 89 113 410 974 - - 853 - -
Stage 1 373 393 - 402 424 - - - - - - -
Stage 2 428 414 - 366 393 - - - - - - -
Mov Cap-1 Maneuver 45 85 466 70 87 392 957 - - 849 - -
Mov Cap-2 Maneuver 45 85 - 70 87 - - - - - - -
Stage 1 365 317 - 385 406 - - - - - - -
Stage 2 234 397 - 288 317 - - - - - - -
HCM LOS E D
Capacity (veh/h) 957 - - 128 70 392 849 - -
HCM Lane V/C Ratio 0.001 - - 0.115 0.376 0.448 0.119 - -
HCM Lane LOS A A - E F C A A -
HCM 95th %tile Q(veh) 0 - - 0.4 1.4 2.3 0.4 - -

GGS 041919 Page 1
Intersection
Lane Configurations
Traffic Vol, veh/h 164 269 518 108 123 476
Future Vol, veh/h 164 269 518 108 123 476
Grade, % 0 - 0 - - 0
Mvmt Flow 173 283 545 114 129 501

Stage 1 605 - - - - -
Stage 2 760 - - - - -
Critical Hdwy 6.4 6.21 - - 4.13 -
Follow-up Hdwy 3.5 3.309 - - 2.227 -
Pot Cap-1 Maneuver ~ 164 500 - - 922 -
Stage 1 549 - - - - -
Stage 2 465 - - - - -
Mov Cap-1 Maneuver ~ 141 499 - - 922 -
Stage 1 547 - - - - -
Stage 2 400 - - - - -
Approach WB NB SB
HCM LOS F

HCM Lane LOS - - F A -
HCM 95th %tile Q(veh) - - 15.6 0.5 -
Notes

GGS 041919 Page 2
Intersection
Lane Configurations
Traffic Vol, veh/h 67 199 647 129 106 719
Future Vol, veh/h 67 199 647 129 106 719
Grade, % 0 - 0 - - 0
Mvmt Flow 70 207 674 134 110 749

Stage 1 743 - - - - -
Stage 2 970 - - - - -
Critical Hdwy 6.4 6.21 - - 4.11 -
Follow-up Hdwy 3.5 3.309 - - 2.209 -
Pot Cap-1 Maneuver 101 417 - - 820 -
Stage 1 474 - - - - -
Stage 2 371 - - - - -
Stage 1 473 - - - - -
Stage 2 321 - - - - -
Approach WB NB SB
HCM LOS E

HCM Lane V/C Ratio - - 0.763 0.135 -
HCM Lane LOS - - E B -
HCM 95th %tile Q(veh) - - 6.2 0.5 -

GGS 041919 Page 3
Intersection
Int Delay, s/veh 5
Lane Configurations
Traffic Vol, veh/h 166 54 742 70 35 785
Future Vol, veh/h 166 54 742 70 35 785
Grade, % 0 - 0 - - 0
Mvmt Flow 169 55 757 71 36 801

Stage 1 796 - - - - -
Stage 2 872 - - - - -
Critical Hdwy 6.4 6.2 - - 4.23 -
Follow-up Hdwy 3.5 3.3 - - 2.317 -
Pot Cap-1 Maneuver ~ 107 390 - - 755 -
Stage 1 448 - - - - -
Stage 2 412 - - - - -
Mov Cap-1 Maneuver ~ 102 389 - - 755 -
Stage 1 447 - - - - -
Stage 2 392 - - - - -
Approach WB NB SB
HCM LOS E

HCM Lane V/C Ratio - - 0.715 0.047 -
HCM Control Delay (s) - - 40.7 10 -
HCM Lane LOS - - E B -
HCM 95th %tile Q(veh) - - 5.2 0.1 -
Notes

GGS 041919 Page 4
Intersection
Lane Configurations
Traffic Vol, veh/h 16 3 16 39 0 8 9 787 46 30 914 5
Future Vol, veh/h 16 3 16 39 0 8 9 787 46 30 914 5
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 16 3 16 40 0 8 9 811 47 31 942 5

Stage 1 1013 1013 - 855 855 - - - - - - -
Stage 2 858 878 - 1016 1015 - - - - - - -
Critical Hdwy 7.1 6.5 6.27 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.363 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 56 71 308 56 73 370 729 - - 790 - -
Stage 1 291 319 - 356 378 - - - - - - -
Stage 2 354 368 - 289 318 - - - - - - -
Mov Cap-1 Maneuver 52 67 306 49 69 370 729 - - 790 - -
Mov Cap-2 Maneuver 52 67 - 49 69 - - - - - - -
Stage 1 286 305 - 351 373 - - - - - - -
Stage 2 342 363 - 260 304 - - - - - - -
HCM LOS F F
Capacity (veh/h) 729 - - 86 57 790 - -
HCM Lane V/C Ratio 0.013 - - 0.42 0.85 0.039 - -
HCM Control Delay (s) 10 - - 74.2 193.5 9.7 - -
HCM Lane LOS B - - F F A - -
HCM 95th %tile Q(veh) 0 - - 1.7 3.8 0.1 - -

GGS 041919 Page 5
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Future Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 273 1 907 13 179 977 0

Stage 1 1342 1342 - 925 925 - - - - - - -
Stage 2 457 931 - 1335 1342 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.93 4.1 - - 4.115 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.319 2.2 - - 2.2095 - -
Pot Cap-1 Maneuver 57 41 304 26 41 541 710 - - 739 - -
Stage 1 190 223 - 294 351 - - - - - - -
Stage 2 558 348 - 191 223 - - - - - - -
Mov Cap-1 Maneuver 22 30 302 21 30 536 710 - - 738 - -
Mov Cap-2 Maneuver 22 30 - 21 30 - - - - - - -
Stage 1 188 168 - 291 347 - - - - - - -
Stage 2 272 344 - 144 168 - - - - - - -
HCM LOS C E
Capacity (veh/h) 710 - - 302 351 738 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.795 0.242 - -
HCM Lane LOS B A - C E B - -
HCM 95th %tile Q(veh) 0 - - 0 6.7 0.9 - -

GGS 041919 Page 6
Intersection
Lane Configurations
Traffic Vol, veh/h 76 115 118 206 415 116
Future Vol, veh/h 76 115 118 206 415 116
Grade, % - -6 5 - 2 -
Mvmt Flow 92 139 142 248 500 140

Stage 1 - - - - 268 -
Stage 2 - - - - 322 -
Critical Hdwy 4.1 - - - 6.8 6.42
Follow-up Hdwy 2.2 - - - 3.5 3.318
Pot Cap-1 Maneuver 1178 - - - ~ 443 759
Stage 1 - - - - 759 -
Stage 2 - - - - 713 -
Mov Cap-1 Maneuver 1178 - - - ~ 404 758
Mov Cap-2 Maneuver - - - - ~ 404 -
Stage 1 - - - - 758 -
Stage 2 - - - - 651 -
Approach EB WB SB
HCM LOS F

Capacity (veh/h) 1178 - - - 450
HCM Lane V/C Ratio 0.078 - - - 1.422
HCM Lane LOS A A - - F
HCM 95th %tile Q(veh) 0.3 - - - 31.4
Notes

GGS 041919 Page 7
62: Church St & County Garage PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 0 94 0 2287 1771 167
Future Vol, veh/h 0 94 0 2287 1771 167
Grade, % 0 - - -8 9 -
Mvmt Flow 0 101 0 2459 1904 180

Stage 1 - - - - - -
Stage 2 - - - - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM LOS D

HCM Lane LOS - D - -

GGS 041919 Page 8
64: Claussen/Garage & University Ridge PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 50 300 150 200 100 292 50 113 300 776 390 50
Future Vol, veh/h 50 300 150 200 100 292 50 113 300 776 390 50
Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop
Storage Length - - - 150 - 200 - - 200 500 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92
Heavy Vehicles, % 0 0 0 0 0 0 0 0 0 0 0 0
Mvmt Flow 54 326 163 217 109 317 54 123 326 843 424 54
Major/Minor Major1 Major2 Minor1 Minor2

Stage 1 - - - - - - 516 516 - 543 543 -
Stage 2 - - - - - - 783 543 - 578 598 -
Critical Hdwy 4.1 - - 4.1 - - 7.1 6.5 6.2 7.1 6.5 6.2
Follow-up Hdwy 2.2 - - 2.2 - - 3.5 4 3.3 3.5 4 3.3
Pot Cap-1 Maneuver 1494 - - 1085 - - 140 226 648 ~ 185 ~ 202 950
Stage 1 - - - - - - 546 538 - ~ 528 523 -
Stage 2 - - - - - - 390 523 - ~ 505 494 -
Mov Cap-1 Maneuver 1494 - - 1085 - - - 172 648 ~ 32 ~ 153 950
Mov Cap-2 Maneuver - - - - - - - 172 - ~ 32 ~ 153 -
Stage 1 - - - - - - 518 511 - ~ 501 ~ 418 -
Stage 2 - - - - - - - 418 - ~ 181 469 -
HCM Control Delay, s 0.8 3.1 $ 7750.1
HCM LOS - F
Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2
Capacity (veh/h) - 648 1494 - - 1085 - - 32 169
HCM Lane V/C Ratio - 0.503 0.036 - - 0.2 - - 26.359 2.83
HCM Control Delay (s) - 16 7.5 0 - 9.1 - $ 11644.7$
- 881.5
HCM Lane LOS - C A A - A - - F F
HCM 95th %tile Q(veh) - 2.8 0.1 - - 0.7 - - 104.5 42.8
Notes

GGS 041919 Page 9

Maximum Queue (ft) 66 689 100 399 308
Average Queue (ft) 16 499 95 153 163
95th Queue (ft) 50 856 116 299 298

95th Queue (ft) 399 18 81 207

95th Queue (ft) 249 18 61 67
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URpmyb.syn SimTraffic Report

GGS 041919 Page 1

95th Queue (ft) 598 12 58 190

95th Queue (ft) 83 238 24 46 120

Movement EB WB B41 NB NB SB SB
Directions Served LTR LTR T LT TR L TR
Maximum Queue (ft) 10 523 80 179 93 84 17
Average Queue (ft) 0 199 10 41 7 37 1
95th Queue (ft) 6 482 64 138 43 74 9
Link Distance (ft) 254 509 92 233 233 181 181

GGS 041919 Page 2

Movement EB B41 WB SB
Directions Served LT T TR LR
95th Queue (ft) 81 41 191 425

Movement EB SB SB SB
Directions Served R T T R
95th Queue (ft) 112 46 62 22

Directions Served LTR L R LT R L TR
Maximum Queue (ft) 115 117 20 373 225 525 617
Average Queue (ft) 36 47 7 340 208 524 616
95th Queue (ft) 87 86 22 471 283 528 620
Zone Summary

GGS 041919 Page 3

Maximum Queue (ft) 66 689 100 399 308
Average Queue (ft) 16 499 95 153 163
95th Queue (ft) 50 856 116 299 298

95th Queue (ft) 399 18 81 207

95th Queue (ft) 249 18 61 67

GGS 041919 Page 1

95th Queue (ft) 598 12 58 190

95th Queue (ft) 83 238 24 46 120

Maximum Queue (ft) 10 523 80 179 93 84 17
Average Queue (ft) 0 199 10 41 7 37 1
95th Queue (ft) 6 482 64 138 43 74 9
Link Distance (ft) 254 509 92 233 233 181 181

GGS 041919 Page 2

Movement EB B41 WB SB
Directions Served LT T TR LR
95th Queue (ft) 81 41 191 425

Movement EB SB SB SB
Directions Served R T T R
95th Queue (ft) 112 46 62 22

Directions Served LTR L R LT R L TR
Maximum Queue (ft) 115 117 20 373 225 525 617
Average Queue (ft) 36 47 7 340 208 524 616
95th Queue (ft) 87 86 22 471 283 528 620
Zone Summary

GGS 041919 Page 3
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.92 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Cap, veh/h 315 334 424 557 1380 0 0 938 162
Arrive On Green 0.18 0.00 0.18 0.09 0.73 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1757 1863 1586 1774 1881 0 0 1542 266
Grp Volume(v), veh/h 141 0 321 366 716 0 0 0 999
Q Serve(g_s), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 8.6 0.0 21.5 9.0 19.7 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.15
V/C Ratio(X) 0.45 0.00 0.76 0.66 0.52 0.00 0.00 0.00 0.91
Avail Cap(c_a), veh/h 315 334 424 557 1380 0 0 0 1100
Incr Delay (d2), s/veh 1.0 0.0 7.7 2.8 0.5 0.0 0.0 0.0 12.5
LnGrp LOS D D A A B
Approach LOS D A B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 1
Lane Configurations
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.73 1.00 0.96 1.00 0.96
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Cap, veh/h 238 247 0 266 163 72 0 1047 881 0 1068 829
Arrive On Green 0.13 0.13 0.00 0.15 0.15 0.15 0.00 1.00 1.00 0.00 0.57 0.57
Sat Flow, veh/h 1774 1845 0 1792 1101 488 0 1845 1552 0 1881 1461
Grp Volume(v), veh/h 53 142 0 110 0 202 0 781 143 0 593 84
Q Serve(g_s), s 3.2 8.7 0.0 6.7 0.0 14.9 0.0 0.0 0.0 0.0 23.9 3.2
Cycle Q Clear(g_c), s 3.2 8.7 0.0 6.7 0.0 14.9 0.0 0.0 0.0 0.0 23.9 3.2
Prop In Lane 1.00 0.00 1.00 0.31 0.00 1.00 0.00 1.00
V/C Ratio(X) 0.22 0.57 0.00 0.41 0.00 0.86 0.00 0.75 0.16 0.00 0.56 0.10
Avail Cap(c_a), veh/h 266 277 0 284 0 252 0 1047 881 0 1068 829
Incr Delay (d2), s/veh 0.5 2.3 0.0 1.0 0.0 23.4 0.0 4.8 0.4 0.0 2.1 0.2
LnGrp LOS D D D E A A B B
Approach LOS D E A B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 041919 Page 2
Lane Configurations
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 277 309 405 725 1411 0 0 907 196
Arrive On Green 0.16 0.00 0.16 0.20 1.00 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1707 1900 1539 1810 1881 0 0 1475 319
Grp Volume(v), veh/h 110 0 312 342 541 0 0 0 647
Q Serve(g_s), s 6.9 0.0 19.5 8.8 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 6.9 0.0 19.5 8.8 0.0 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.18
V/C Ratio(X) 0.40 0.00 0.77 0.47 0.38 0.00 0.00 0.00 0.59
Avail Cap(c_a), veh/h 277 309 405 888 1411 0 0 0 1103
Incr Delay (d2), s/veh 0.9 0.0 8.8 0.5 0.2 0.0 0.0 0.0 1.5
LnGrp LOS D D A A A
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B
Notes

GGS 041919 Page 3

Lane Configurations
Number 7 14 6 16 5 2
Ped-Bike Adj(A_pbT) 1.00 1.00 0.97 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 208 295 740 155 280 931
Arrive On Green 0.30 0.30 0.50 0.50 0.50 0.50
Sat Flow, veh/h 692 985 1480 310 764 1863
Grp Volume(v), veh/h 483 0 0 659 129 501
Q Serve(g_s), s 16.9 0.0 0.0 17.5 9.6 11.0
Cycle Q Clear(g_c), s 16.9 0.0 0.0 17.5 27.1 11.0
Prop In Lane 0.41 0.59 0.17 1.00
V/C Ratio(X) 0.96 0.00 0.00 0.74 0.46 0.54
Avail Cap(c_a), veh/h 504 0 0 895 280 931
Incr Delay (d2), s/veh 29.6 0.0 0.0 5.0 5.4 2.2
LnGrp LOS D B C B
Approach LOS D B B
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
HCM 2010 LOS C
Notes

GGS 041919 Page 5

Lane Configurations
Number 7 14 6 16 5 2
Ped-Bike Adj(A_pbT) 1.00 1.00 0.98 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98
Cap, veh/h 231 68 4853 455 253 5741
Arrive On Green 0.17 0.17 1.00 1.00 0.11 1.00
Sat Flow, veh/h 1356 399 1692 159 1601 1881
Grp Volume(v), veh/h 243 0 0 828 36 801
Q Serve(g_s), s 8.0 0.0 0.0 0.0 1.0 0.0
Cycle Q Clear(g_c), s 8.0 0.0 0.0 0.0 1.0 0.0
Prop In Lane 0.77 0.23 0.09 1.00
V/C Ratio(X) 0.81 0.00 0.00 0.16 0.00 0.14
Avail Cap(c_a), veh/h 529 0 0 5308 0 5741
Incr Delay (d2), s/veh 5.2 0.0 0.0 0.1 0.0 0.1
LnGrp LOS C A A
Approach LOS C A A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS A
Notes

GGS 041919 Page 7
Lane Configurations
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97
Cap, veh/h 130 748 253 168 578 437 211 1207 112 487 1383 22
Arrive On Green 0.05 0.29 0.29 0.06 0.31 0.31 0.12 0.37 0.37 0.28 0.78 0.78
Sat Flow, veh/h 1723 2599 877 1774 1894 1433 1757 3245 301 3476 3528 57
Grp Volume(v), veh/h 84 495 472 147 531 472 198 594 607 479 673 705
Q Serve(g_s), s 5.1 41.2 41.2 8.8 45.0 45.0 16.8 48.2 48.3 20.5 53.7 54.0
Cycle Q Clear(g_c), s 5.1 41.2 41.2 8.8 45.0 45.0 16.8 48.2 48.3 20.5 53.7 54.0
Prop In Lane 1.00 0.52 1.00 0.91 1.00 0.17 1.00 0.03
V/C Ratio(X) 0.65 0.97 0.97 0.87 0.99 0.99 0.94 0.91 0.91 0.98 0.98 0.98
Avail Cap(c_a), veh/h 137 512 489 168 537 478 211 655 669 487 689 721
Incr Delay (d2), s/veh 6.9 32.2 33.1 35.2 35.9 38.3 45.1 16.8 16.7 11.2 8.3 8.2
LnGrp LOS D F F E F F F E E E C C
Approach LOS F F E C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
HCM 2010 LOS E

GGS 041919 Page 9
Lane Configurations
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.87 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 4 0 2 2 0 0 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 608 2485 53 472 1987 0 0 1258 95
Arrive On Green 0.34 0.34 0.34 0.14 0.56 0.00 0.00 0.75 0.75
Sat Flow, veh/h 1792 7317 155 3408 3632 0 0 3431 253
Grp Volume(v), veh/h 489 1638 530 202 1466 0 0 561 576
Q Serve(g_s), s 32.2 35.1 35.1 7.1 40.3 0.0 0.0 27.6 27.7
Cycle Q Clear(g_c), s 32.2 35.1 35.1 7.1 40.3 0.0 0.0 27.6 27.7
Prop In Lane 1.00 0.08 1.00 0.00 0.00 0.14
V/C Ratio(X) 0.80 0.85 0.85 0.43 0.74 0.00 0.00 0.84 0.84
Avail Cap(c_a), veh/h 620 1954 633 511 1987 0 0 668 685
Incr Delay (d2), s/veh 7.9 4.0 11.3 0.2 1.8 0.0 0.0 10.4 10.2
LnGrp LOS D D D D C C C
Approach LOS D C C
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D
Notes

GGS 041919 Page 10
Lane Configurations
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 3 0 0 2 1 0 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Cap, veh/h 524 1384 143 0 2178 984 0 2178 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.00 0.82 0.00
Sat Flow, veh/h 1792 4734 489 0 3632 1598 0 3725 0
Grp Volume(v), veh/h 145 911 478 0 1446 996 0 2406 0
Q Serve(g_s), s 8.1 33.3 33.3 0.0 0.0 80.0 0.0 80.0 0.0
Cycle Q Clear(g_c), s 8.1 33.3 33.3 0.0 0.0 80.0 0.0 80.0 0.0
Prop In Lane 1.00 0.27 0.00 1.00 0.00 0.00
V/C Ratio(X) 0.28 0.91 0.91 0.00 0.66 1.01 0.00 1.10 0.00
Avail Cap(c_a), veh/h 551 1054 553 0 2178 984 0 2178 0
Incr Delay (d2), s/veh 0.3 11.2 18.7 0.0 0.7 22.4 0.0 49.5 0.0
LnGrp LOS D E E A F F
Approach LOS E A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6
HCM 2010 LOS D

GGS 041919 Page 12
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94
Cap, veh/h 264 378 322 254 299 255 0 1963 896 97 2174 981
Arrive On Green 0.10 0.20 0.20 0.06 0.16 0.16 0.00 0.56 0.56 0.05 1.00 1.00
Sat Flow, veh/h 1774 1881 1603 1774 1881 1600 0 3597 1599 1810 3539 1598
Grp Volume(v), veh/h 193 236 103 248 259 126 0 2145 231 52 1691 130
Q Serve(g_s), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Cycle Q Clear(g_c), s 11.5 14.9 7.1 8.0 17.5 9.3 0.0 72.8 9.7 1.6 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
V/C Ratio(X) 0.73 0.62 0.32 0.98 0.87 0.49 0.00 1.09 0.26 0.53 0.78 0.13
Avail Cap(c_a), veh/h 271 434 370 254 347 295 0 1963 896 167 2174 981
Incr Delay (d2), s/veh 8.2 2.2 0.6 49.6 17.9 1.5 0.0 50.5 0.7 1.2 2.0 0.2
LnGrp LOS D D D F E D F B C A A
Approach LOS D E E A
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 041919 Page 13
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 1 1 1 1 1 2 0 1 2 1
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 765 695 655 138 201 164 160 1584 33 106 1634 1088
Arrive On Green 0.37 0.61 0.61 0.11 0.11 0.11 0.10 0.90 0.90 0.06 0.46 0.46
Sat Flow, veh/h 3476 1900 1578 852 1900 1550 1723 3514 72 1774 3539 1594
Grp Volume(v), veh/h 785 271 298 69 117 72 114 798 837 98 1401 405
Q Serve(g_s), s 33.0 10.9 14.8 11.8 8.8 6.5 5.4 67.6 67.6 8.2 52.9 16.3
Cycle Q Clear(g_c), s 33.0 10.9 14.8 11.8 8.8 6.5 5.4 67.6 67.6 8.2 52.9 16.3
Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.04 1.00 1.00
V/C Ratio(X) 1.03 0.39 0.45 0.50 0.58 0.44 0.71 1.01 1.01 0.92 0.86 0.37
Avail Cap(c_a), veh/h 765 722 678 150 228 186 179 791 826 106 1634 1088
Incr Delay (d2), s/veh 17.5 0.0 0.0 2.7 2.9 1.8 7.3 28.1 28.4 62.5 6.1 1.0
LnGrp LOS F C B E E E D F F F D B
Approach LOS D E D D
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS D

GGS 041919 Page 14
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 0.99 0.99 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 2 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Cap, veh/h 421 166 249 146 137 16 298 2196 212 216 1992 86
Arrive On Green 0.12 0.25 0.25 0.09 0.09 0.09 0.06 0.67 0.67 1.00 1.00 1.00
Sat Flow, veh/h 3510 675 1012 1144 1593 183 1810 3256 314 373 3453 149
Grp Volume(v), veh/h 409 0 245 60 0 107 195 715 735 40 904 948
Q Serve(g_s), s 17.4 0.0 19.2 7.6 0.0 8.8 6.4 33.2 33.6 4.3 0.0 0.0
Cycle Q Clear(g_c), s 17.4 0.0 19.2 7.6 0.0 8.8 6.4 33.2 33.6 23.3 0.0 0.0
Prop In Lane 1.00 0.60 1.00 0.10 1.00 0.17 1.00 0.08
V/C Ratio(X) 0.97 0.00 0.59 0.41 0.00 0.70 0.65 0.60 0.60 0.19 0.89 0.90
Avail Cap(c_a), veh/h 421 0 472 185 0 213 363 1191 1216 216 1021 1057
Incr Delay (d2), s/veh 36.2 0.0 1.5 1.8 0.0 5.9 0.9 0.7 0.7 1.0 6.3 6.8
LnGrp LOS F D E E B B B A A A
Approach LOS F E B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 8
Phs Duration (G+Y+Rc), s 14.6 92.5 24.0 18.9 107.1 42.9
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 14.0 76.0 18.0 18.0 96.0 42.0
Max Q Clear Time (g_c+I1), s 8.4 25.3 19.4 10.8 35.6 21.2
Green Ext Time (p_c), s 0.2 43.7 0.0 1.4 50.7 2.3
HCM 2010 LOS C

GGS 041919 Page 15
Lane Configurations
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 0.99 0.99 1.00 0.97 1.00 0.97
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93
Cap, veh/h 173 142 239 131 361 91 290 485 80 76 635 236
Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.50 0.50 0.50 0.50 0.50 0.50
Sat Flow, veh/h 324 471 795 197 1201 301 422 971 160 27 1272 472
Grp Volume(v), veh/h 398 0 0 96 0 0 311 0 0 353 0 0
Q Serve(g_s), s 10.5 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 13.9 0.0 0.0 2.3 0.0 0.0 6.1 0.0 0.0 7.4 0.0 0.0
Prop In Lane 0.26 0.50 0.20 0.18 0.32 0.10 0.04 0.27
V/C Ratio(X) 0.72 0.00 0.00 0.16 0.00 0.00 0.36 0.00 0.00 0.37 0.00 0.00
Avail Cap(c_a), veh/h 734 0 0 766 0 0 855 0 0 947 0 0
Incr Delay (d2), s/veh 2.3 0.0 0.0 0.1 0.0 0.0 1.2 0.0 0.0 1.1 0.0 0.0
LnGrp LOS C B B B
Approach LOS C B B B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS B

GGS 041919 Page 16
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 1 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Cap, veh/h 89 345 164 218 608 517 219 470 840 421 859 109
Arrive On Green 0.32 0.32 0.32 0.53 0.53 0.53 0.52 0.52 0.52 0.52 0.52 0.52
Sat Flow, veh/h 113 1078 511 922 1900 1615 300 905 1615 956 1652 210
Grp Volume(v), veh/h 543 0 0 217 109 317 177 0 326 843 0 478
Q Serve(g_s), s 16.4 0.0 0.0 0.1 2.2 10.2 1.1 0.0 9.1 25.5 0.0 12.4
Cycle Q Clear(g_c), s 23.9 0.0 0.0 24.0 2.2 10.2 13.5 0.0 9.1 39.0 0.0 12.4
Prop In Lane 0.10 0.30 1.00 1.00 0.31 1.00 1.00 0.11
V/C Ratio(X) 0.91 0.00 0.00 1.00 0.18 0.61 0.26 0.00 0.39 2.00 0.00 0.49
Avail Cap(c_a), veh/h 598 0 0 218 608 517 689 0 840 421 0 969
Incr Delay (d2), s/veh 17.9 0.0 0.0 56.2 0.1 1.9 0.9 0.0 1.4 459.9 0.0 1.8
LnGrp LOS D E B B B B F B
Approach LOS D D B F
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS F

GGS 041919 Page 17
Intersection
Lane Configurations
Traffic Vol, veh/h 3 2 9 0 0 167 1 647 40 96 565 1
Future Vol, veh/h 3 2 9 0 0 167 1 647 40 96 565 1
Storage Length - - - - - 75 - - - - - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 4 0 3 0 2 12 1 2 0
Mvmt Flow 3 2 9 0 0 176 1 681 42 101 595 1

Stage 1 817 817 - 746 746 - - - - - - -
Stage 2 709 767 - 821 818 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.14 6.5 6.23 4.1 - - 4.11 - -
Follow-up Hdwy 3.5 4 3.3 3.536 4 3.327 2.2 - - 2.209 - -
Pot Cap-1 Maneuver 97 110 483 89 113 410 974 - - 853 - -
Stage 1 373 393 - 402 424 - - - - - - -
Stage 2 428 414 - 366 393 - - - - - - -
Mov Cap-1 Maneuver 45 85 466 70 87 392 957 - - 849 - -
Mov Cap-2 Maneuver 45 85 - 70 87 - - - - - - -
Stage 1 365 317 - 385 406 - - - - - - -
Stage 2 234 397 - 288 317 - - - - - - -
HCM LOS E C
Capacity (veh/h) 957 - - 128 - 392 849 - -
HCM Lane V/C Ratio 0.001 - - 0.115 - 0.448 0.119 - -
HCM Control Delay (s) 8.8 0 - 36.8 0 21.4 9.8 0 -
HCM Lane LOS A A - E A C A A -
HCM 95th %tile Q(veh) 0 - - 0.4 - 2.3 0.4 - -

GGS 041919 Page 1
Intersection
Lane Configurations
Traffic Vol, veh/h 67 199 647 129 106 719
Future Vol, veh/h 67 199 647 129 106 719
Storage Length 0 100 - - 50 -
Grade, % 0 - 0 - - 0
Mvmt Flow 70 207 674 134 110 749

Stage 1 743 - - - - -
Stage 2 970 - - - - -
Critical Hdwy 6.4 6.21 - - 4.11 -
Follow-up Hdwy 3.5 3.309 - - 2.209 -
Pot Cap-1 Maneuver 101 417 - - 820 -
Stage 1 474 - - - - -
Stage 2 371 - - - - -
Stage 1 473 - - - - -
Stage 2 321 - - - - -
Approach WB NB SB
HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT

Capacity (veh/h) - - 263 416 820 -
HCM Lane V/C Ratio - - 0.265 0.498 0.135 -
HCM Control Delay (s) - - 23.6 21.9 10.1 -
HCM Lane LOS - - C C B -
HCM 95th %tile Q(veh) - - 1 2.7 0.5 -

GGS 041919 Page 2
Intersection
Lane Configurations
Traffic Vol, veh/h 16 3 16 22 0 8 9 787 46 30 914 5
Future Vol, veh/h 16 3 16 22 0 8 9 787 46 30 914 5
Storage Length - - - - - - 50 - - 50 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 7 0 0 0 0 1 6 0 2 0
Mvmt Flow 16 3 16 23 0 8 9 811 47 31 942 5

Stage 1 1013 1013 - 855 855 - - - - - - -
Stage 2 858 878 - 1016 1015 - - - - - - -
Critical Hdwy 7.1 6.5 6.27 7.1 6.5 6.2 4.1 - - 4.1 - -
Follow-up Hdwy 3.5 4 3.363 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 56 71 308 56 73 370 729 - - 790 - -
Stage 1 291 319 - 356 378 - - - - - - -
Stage 2 354 368 - 289 318 - - - - - - -
Mov Cap-1 Maneuver 52 67 306 49 69 370 729 - - 790 - -
Mov Cap-2 Maneuver 52 67 - 49 69 - - - - - - -
Stage 1 286 305 - 351 373 - - - - - - -
Stage 2 342 363 - 260 304 - - - - - - -
HCM LOS F F
Capacity (veh/h) 729 - - 86 64 790 - -
HCM Lane V/C Ratio 0.013 - - 0.42 0.483 0.039 - -
HCM Control Delay (s) 10 - - 74.2 105.5 9.7 - -
HCM Lane LOS B - - F F A - -
HCM 95th %tile Q(veh) 0 - - 1.7 1.9 0.1 - -

GGS 041919 Page 3
Intersection
Lane Configurations
Traffic Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Future Vol, veh/h 0 0 1 5 1 259 1 862 12 170 928 0
Storage Length - - - - - - - - - 0 - -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 95 95 95 95 95 95 95 95 95 95 95 95
Heavy Vehicles, % 0 0 0 0 0 2 0 2 0 1 1 0
Mvmt Flow 0 0 1 5 1 273 1 907 13 179 977 0

Stage 1 1342 1342 - 925 925 - - - - - - -
Stage 2 457 931 - 1335 1342 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.93 4.1 - - 4.115 - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.319 2.2 - - 2.2095 - -
Pot Cap-1 Maneuver 57 41 304 26 41 541 710 - - 739 - -
Stage 1 190 223 - 294 351 - - - - - - -
Stage 2 558 348 - 191 223 - - - - - - -
Mov Cap-1 Maneuver 22 30 302 21 30 536 710 - - 738 - -
Mov Cap-2 Maneuver 22 30 - 21 30 - - - - - - -
Stage 1 188 168 - 291 347 - - - - - - -
Stage 2 272 344 - 144 168 - - - - - - -
HCM LOS C E
Capacity (veh/h) 710 - - 302 351 738 - -
HCM Lane V/C Ratio 0.001 - - 0.003 0.795 0.242 - -
HCM Lane LOS B A - C E B - -
HCM 95th %tile Q(veh) 0 - - 0 6.7 0.9 - -

GGS 041919 Page 4
Intersection
Lane Configurations
Traffic Vol, veh/h 76 115 118 206 526 116
Future Vol, veh/h 76 115 118 206 526 116
Storage Length - - - 100 150 0
Grade, % - -6 5 - 2 -
Mvmt Flow 92 139 142 248 634 140

Stage 1 - - - - 144 -
Stage 2 - - - - 322 -
Critical Hdwy 4.1 - - - 6.8 6.42
Follow-up Hdwy 2.2 - - - 3.5 3.318
Pot Cap-1 Maneuver 1451 - - - ~ 530 896
Stage 1 - - - - 874 -
Stage 2 - - - - 713 -
Mov Cap-1 Maneuver 1451 - - - ~ 492 894
Mov Cap-2 Maneuver - - - - ~ 492 -
Stage 1 - - - - 872 -
Stage 2 - - - - 663 -
Approach EB WB SB
HCM LOS F
Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2

Capacity (veh/h) 1451 - - - 492 894
HCM Lane V/C Ratio 0.063 - - - 1.288 0.156
HCM Control Delay (s) 7.6 0 - - 169 9.8
HCM Lane LOS A A - - F A
HCM 95th %tile Q(veh) 0.2 - - - 26.6 0.6
Notes

GGS 041919 Page 5
62: Church St & County Garage PM Peak Hour
Intersection
Lane Configurations
Traffic Vol, veh/h 0 94 0 2287 1771 167
Future Vol, veh/h 0 94 0 2287 1771 167
Grade, % 0 - - -8 9 -
Mvmt Flow 0 101 0 2459 1904 180

Stage 1 - - - - - -
Stage 2 - - - - - -
Stage 1 0 - 0 - - -
Stage 2 0 - 0 - - -
Stage 1 - - - - - -
Stage 2 - - - - - -
Approach EB NB SB
HCM LOS D

HCM Lane LOS - D - -

GGS 041919 Page 6
Intersection
Lane Configurations
Traffic Vol, veh/h 13 16 123 679 591 24
Future Vol, veh/h 13 16 123 679 591 24
Storage Length 0 - 100 - - -
Grade, % 0 - - 0 0 -
Mvmt Flow 13 16 126 693 603 24

Conflicting Flow All 1567 621 634 0 - 0
Stage 1 621 - - - - -
Stage 2 946 - - - - -
Critical Hdwy 6.65 6.2 4.1 - - -
Follow-up Hdwy 3.725 3.3 2.2 - - -
Pot Cap-1 Maneuver 108 491 959 - - -
Stage 1 494 - - - - -
Stage 2 343 - - - - -
Mov Cap-1 Maneuver 93 488 959 - - -
Stage 1 491 - - - - -
Stage 2 296 - - - - -
Approach EB NB SB
HCM Control Delay, s 31 1.4 0
HCM LOS D
Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR

Capacity (veh/h) 959 - 168 - -
HCM Lane V/C Ratio 0.131 - 0.176 - -
HCM Control Delay (s) 9.3 - 31 - -
HCM Lane LOS A - D - -
HCM 95th %tile Q(veh) 0.5 - 0.6 - -

GGS 041919 Page 7

Maximum Queue (ft) 46 172 100 123 343
95th Queue (ft) 38 103 98 61 338

Movement WB WB NB SB SB
Directions Served L R TR L T
Maximum Queue (ft) 345 125 55 74 285
95th Queue (ft) 421 146 33 88 321

Maximum Queue (ft) 182 156 59 229 74 119
Average Queue (ft) 93 68 8 192 17 99
95th Queue (ft) 190 168 39 267 52 113
C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URpmybmit1.syn SimTraffic Report

GGS 041919 Page 1

Maximum Queue (ft) 29 485 109 221 189 142 18
Average Queue (ft) 1 269 27 71 52 49 1
95th Queue (ft) 9 611 111 198 163 100 10
Link Distance (ft) 254 509 82 233 233 181 181

Movement EB B41 WB WB SB SB
Directions Served LT T T R L R
Maximum Queue (ft) 116 21 235 101 175 395
Average Queue (ft) 47 2 25 9 156 291
95th Queue (ft) 115 17 146 57 223 541

Movement EB SB SB SB B19 B19 B2 B2
Directions Served R T T R T T T T
Maximum Queue (ft) 529 784 786 125 677 680 1865 1870
Average Queue (ft) 393 540 650 75 487 495 858 868
95th Queue (ft) 687 1083 1055 175 936 942 2239 2246
Link Distance (ft) 514 694 694 582 582 1845 1845

GGS 041919 Page 2

95th Queue (ft) 87 66 14 695
Zone Summary

GGS 041919 Page 3

Maximum Queue (ft) 213 286 202 204 203
Average Queue (ft) 95 132 177 135 196
95th Queue (ft) 175 229 236 250 208

Maximum Queue (ft) 55 274 75 334 359 190 368 115
Average Queue (ft) 30 155 61 186 225 64 228 41
95th Queue (ft) 67 255 92 319 362 207 400 123
Storage Blk Time (%) 9 63 32 56 16 31 0

Maximum Queue (ft) 159 76 266 205 284 146
Average Queue (ft) 77 7 100 115 119 136
95th Queue (ft) 138 69 203 197 221 143

GGS 041919 Page 1

95th Queue (ft) 426 171 99 329

95th Queue (ft) 415 120 68 252

GGS 041919 Page 2

Maximum Queue (ft) 260 501 530 290 736 747 225 1515 1512 263 421 516
Average Queue (ft) 99 340 368 178 467 561 219 1234 1214 131 170 290
95th Queue (ft) 273 513 539 328 720 770 259 1837 1845 229 334 486
Link Distance (ft) 1308 1308 713 713 1468 1468 1749
Storage Blk Time (%) 44 4 38 75 37 0 0 13

Movement SB
95th Queue (ft) 495

Movement WB WB WB WB WB NB NB NB NB SB SB
Directions Served L LT T T TR L L T T T TR
Maximum Queue (ft) 864 837 843 791 593 123 125 317 338 204 189
Average Queue (ft) 685 693 629 463 281 64 64 269 272 180 182
95th Queue (ft) 1013 1012 980 855 485 108 112 356 367 193 189
Link Distance (ft) 776 776 776 776 776 300 300 300 300 175 175

GGS 041919 Page 3

Movement EB EB EB EB NB NB NB SB SB
Directions Served L T T TR T T R T T
Maximum Queue (ft) 464 483 433 377 334 334 190 406 446
Average Queue (ft) 129 374 321 255 230 270 181 390 408
95th Queue (ft) 301 488 415 344 363 386 229 457 483
Link Distance (ft) 468 468 468 310 310 300 300

Movement EB EB EB WB WB WB NB NB NB B2 B2 B19
Directions Served L T R L T R T T R T T T
Maximum Queue (ft) 292 477 242 250 698 375 1444 1504 630 435 436 63
Average Queue (ft) 139 172 59 229 521 180 482 555 118 27 29 2
95th Queue (ft) 260 353 147 302 880 452 1225 1292 452 223 231 28
Link Distance (ft) 527 665 1845 1845 582 582 694

Movement B19 SB SB SB SB
Directions Served T L T T R
Maximum Queue (ft) 102 142 255 266 180
95th Queue (ft) 45 112 268 271 159

GGS 041919 Page 4

Maximum Queue (ft) 212 224 423 252 215 784 225 275 1043 1069 174 456
Average Queue (ft) 185 198 187 83 87 453 87 269 847 852 63 294
95th Queue (ft) 238 246 401 193 231 876 239 290 1236 1255 166 533
Link Distance (ft) 410 776 1022 1022 398
Storage Blk Time (%) 1 9 0 0 0 65 1 84 13 1 26
Queuing Penalty (veh) 5 48 1 0 0 86 1 627 13 9 24

Movement SB SB
95th Queue (ft) 447 333

Movement EB EB EB WB WB NB NB NB SB SB SB
Directions Served L L TR L TR L T TR L T TR
Maximum Queue (ft) 212 225 538 114 272 175 1068 1056 174 383 387
Average Queue (ft) 180 202 400 57 110 129 475 489 21 175 166
95th Queue (ft) 262 269 696 115 206 227 1082 1088 81 353 350
Link Distance (ft) 524 1008 1749 1749 1022 1022
Storage Blk Time (%) 8 48 3 14 18 3 41 15

GGS 041919 Page 5

95th Queue (ft) 178 111 358 297

Maximum Queue (ft) 664 174 449 225 204 162 525 617
Average Queue (ft) 419 171 420 180 69 60 524 617
95th Queue (ft) 705 191 556 322 191 117 526 617
Zone Summary

GGS 041919 Page 6
Lane Configurations
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj No. of Lanes 0 1 0 1 1 1 0 1 1 2 1 0
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Cap, veh/h 82 448 216 268 811 1102 106 223 320 897 815 104
Arrive On Green 0.43 0.43 0.43 0.14 0.14 0.14 0.20 0.20 0.20 0.26 0.49 0.49
Sat Flow, veh/h 131 1050 506 922 1900 1615 379 1127 1615 3510 1652 210
Grp Volume(v), veh/h 543 0 0 217 109 317 177 0 326 843 0 478
Q Serve(g_s), s 26.9 0.0 0.0 23.3 7.5 15.0 11.2 0.0 29.7 35.3 0.0 26.2
Cycle Q Clear(g_c), s 40.2 0.0 0.0 63.5 7.5 15.0 15.3 0.0 29.7 35.3 0.0 26.2
Prop In Lane 0.10 0.30 1.00 1.00 0.31 1.00 1.00 0.11
V/C Ratio(X) 0.73 0.00 0.00 0.81 0.13 0.29 0.54 0.00 1.02 0.94 0.00 0.52
Avail Cap(c_a), veh/h 746 0 0 268 811 1102 329 0 320 936 0 919
Incr Delay (d2), s/veh 3.6 0.0 0.0 15.1 0.1 0.1 6.2 0.0 55.5 16.5 0.0 2.1
LnGrp LOS D F D B E F E C
Approach LOS D D F E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6 8
Phs Duration (G+Y+Rc), s 44.3 35.7 70.0 80.0 70.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 40.0 28.0 64.0 74.0 64.0
Max Q Clear Time (g_c+I1), s 37.3 31.7 42.2 28.2 65.5
Green Ext Time (p_c), s 1.0 0.0 7.3 6.5 0.0
HCM 2010 LOS E

GGS 042219 Page 1
219: Augusta St/Augusta St & Field St/Howe Extension PM Peak Hour
Lane Configurations
Number 3 8 18 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.97 1.00 1.00 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.90
Adj No. of Lanes 0 1 0 0 1 1 1 1 0 1 1 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.92 0.92 0.98 0.98
Cap, veh/h 58 13 38 262 0 355 556 967 271 547 1072 54
Arrive On Green 0.22 0.00 0.22 0.22 0.00 0.22 0.69 0.69 0.69 0.69 0.69 0.69
Sat Flow, veh/h 81 59 173 939 0 1615 911 1406 393 883 1557 78
Grp Volume(v), veh/h 29 0 0 167 0 274 126 0 535 134 0 502
Q Serve(g_s), s 0.5 0.0 0.0 0.0 0.0 20.7 9.4 0.0 17.2 10.3 0.0 18.0
Cycle Q Clear(g_c), s 24.8 0.0 0.0 24.2 0.0 20.7 27.3 0.0 17.2 27.5 0.0 18.0
Prop In Lane 0.45 0.55 1.00 1.00 1.00 0.22 1.00 0.05
V/C Ratio(X) 0.27 0.00 0.00 0.64 0.00 0.77 0.23 0.00 0.43 0.25 0.00 0.45
Avail Cap(c_a), veh/h 214 0 0 387 0 497 556 0 1238 547 0 1126
Incr Delay (d2), s/veh 1.3 0.0 0.0 2.6 0.0 4.9 0.6 0.0 0.7 1.1 0.0 1.3
LnGrp LOS D D D B A B B
Approach LOS D D B B
Timer 1 2 3 4 5 6 7 8
HCM 2010 LOS C

GGS 042219 Page 2
60: Haynie & Howe Ext/Haynie St PM Peak Hour
Intersection
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 526 116 118 206 76 115
Future Vol, veh/h 526 116 118 206 76 115
Storage Length - - 100 - 0 -
Grade, % 0 - - 0 0 -
Mvmt Flow 572 126 128 224 83 125

Stage 1 - - - - 635 -
Stage 2 - - - - 480 -
Critical Hdwy - - 4.12 - 6.4 6.22
Follow-up Hdwy - - 2.218 - 3.5 3.318
Pot Cap-1 Maneuver - - 898 - 232 478
Stage 1 - - - - 532 -
Stage 2 - - - - 627 -
Mov Cap-1 Maneuver - - 898 - 199 478
Stage 1 - - - - 532 -
Stage 2 - - - - 538 -
Approach EB WB NB
HCM Control Delay, s 0 3.5 38.1
HCM LOS E
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT

Capacity (veh/h) 307 - - 898 -
HCM Lane V/C Ratio 0.676 - - 0.143 -
HCM Control Delay (s) 38.1 - - 9.7 -
HCM Lane LOS E - - A -
HCM 95th %tile Q(veh) 4.6 - - 0.5 -

GGS 042219 Page 1
Intersection: 60: Haynie & Howe Ext/Haynie St

Movement EB WB NB
Directions Served TR L LR
95th Queue (ft) 452 101 498
Zone Summary

GGS 041919 Page 1

Movement EB WB WB WB NB NB SB SB SB
Directions Served LTR L T R LT R L L TR
Maximum Queue (ft) 1007 172 235 167 372 225 512 524 616
Average Queue (ft) 976 109 69 63 313 210 383 317 275
95th Queue (ft) 1098 179 166 136 465 265 527 529 552
Storage Blk Time (%) 5 0 0 7 50 3 4 0
Intersection: 219: Augusta St/Augusta St & Field St/Howe Extension

Directions Served LTR LT R L TR L TR
Maximum Queue (ft) 109 645 175 125 257 125 685
Average Queue (ft) 30 404 89 41 118 54 476
95th Queue (ft) 78 825 206 101 259 143 890
Zone Summary

GGS 041919 Page 1

Directions Served L L T TR L T R L T TR L T
Maximum Queue (ft) 312 325 426 364 104 104 106 275 780 791 174 412
Average Queue (ft) 307 320 385 174 73 73 38 123 459 482 104 346
95th Queue (ft) 319 334 523 283 132 124 84 291 835 862 194 472
Link Distance (ft) 406 406 1022 1022 400
Storage Blk Time (%) 11 46 2 7 24 10 29

Movement SB SB
95th Queue (ft) 478 381

GGS 041919 Page 1
University Ridge Traffic Impact Study 2026 Build Mit 2 300 storage

Directions Served L L T TR L T R L T TR L T
Maximum Queue (ft) 312 325 426 364 104 104 106 275 780 791 174 412
Average Queue (ft) 307 320 385 174 73 73 38 123 459 482 104 346
95th Queue (ft) 319 334 523 283 132 124 84 291 835 862 194 472
Link Distance (ft) 406 406 1022 1022 400
Storage Blk Time (%) 11 46 2 7 24 10 29

Movement SB SB
95th Queue (ft) 478 381

GGS 041919 Page 1

This Is An Atlanta Developer's $1B Vision For Redeveloping University Ridge. All 429 Pages.

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108 105 C-4 C- 4 RM- 3

ROSE AVE BEN ST

800 E. WASHINGTON ST, STE. B GREENVILLE, SC 29601

VI. Supporting Information –

1. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT

2. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT

3. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT

4. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT WILL

Page 1 May 2019

VII. PD Regulating Plan

VIII. Statement of Intent

B. PRIOR CITY MASTER PLANNING AND ZONING EFFORTS

Figure 2: Haynie Sirrine Neighborhood Code Master Plan

C. PROPOSED ZONING MODIFICATION

F. PROPOSED OPEN SPACE AND CONNECTIVITY

Figure 4: Greenville County Square Site Context Map

Within the site, open space will be

IX. Revised Haynie Sirrine

SECTION 13 – GREENVILLE COUNTY SQUARE (HSN-GCS) SUB-DISTRICT

A. PURPOSE AND INTENT

Existing development within the HSN-GCS sub-district is generally in

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B. PLANNED DEVELOPMENT REGULATING PLAN AND TRANSITION ZONES

Table 1: HSN-GCS Sub-District Use and Height Limitations

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Figure 2: Planned Development Regulating Plan

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C. PERMITTED AND PERMISSIBLE USES

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v. Brewpub (subject to standards specified in Section 13.C.3)

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D. DENSITY AND INTENSITY

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E. MINIMUM LOT AND/OR PARCEL REQUIREMENTS

F. ARCHITECTURAL DESIGN ELEMENTS

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2. Architectural Design Guidelines

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G. INGRESS, EGRESS AND TRAFFIC CIRCULATION

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Figure 4: Vehicular Connectivity Diagram

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Figure 5: Pedestrian and Bicycle Connectivity Diagram

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L. SITE DEVELOPMENT AND RELATED INFRASTRUCTURE

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N. FINAL DEVELOPMENT PLAN APPROVAL

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DATE: May 10, 2019

FROM: Joey D. Rowland, P.E.

SHARED PARKING METHODOLOGY

Figure 1: Greenville County Square Master Plan (Image Courtesy of GT RP Greenville)

Table 2: Development Summary

Land Use Density

Table 2: City of Greenville Off-Street Parking Requirements

Use Category Use Type Minimum Spaces Maximum Spaces