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Signal Timing and Phasing Program
Ridge Road Signal Retiming
Brookpark Road to Northcliff Avenue Brooklyn, Ohio
Final Report August 2016
Ridge Road Signal Timing
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1. Existing Traffic Signal System This study analyzes 5 signalized intersections along Ridge Road and 1 signalized intersection on Brookpark Road in Brooklyn, Ohio. Figure 1.1 below shows a map of the intersections in the study and Table 1.1 below lists the signalized intersections included in the project.
Figure 1.1: Study Area Signalized Intersections
Table 1.1: Study Area Signalized Intersections
# Intersection Maintaining Agency Controller Type
1 Ridge Road at Brookpark Road Brooklyn Econolite ASC/2s-2100
2 Ridge Road at Best Buy Brooklyn Econolite ASC/2s-2100
3 Ridge Road at I-480 EB Exit Brooklyn Econolite ASC/3-2100
4 Ridge Road at I-480 WB Exit Brooklyn Econolite ASC/3-2100
5 Ridge Road at Northcliff Avenue Brooklyn Econolite ASC/3-2100
6 Brookpark Road at Best Buy Brooklyn Crouse-Hinds FUA 310
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The master controller for the signal system is at Ridge Road and Biddulph Road. There is no phone line or any communication at any intersection in the study area.
Recently a retiming study was completed by TMS Engineers, Inc. on Ridge Road from the I-480 EB Ramp north to Memphis Avenue. As part of the current study, TEC reviewed the optimized timing completed by TMS Engineers in addition to the pre-existing timing at the remaining intersections south of the I-480 EB Ramp: Ridge at Best Buy, Ridge at Brookpark, and Brookpark at Best Buy. The pre-existing coordination timing plans for the intersections in this study were as follows in Tables 1.2-1.4.
Table 1.2: EB Ramp to Northcliff TOD Plans
Weekday EB ramp to Northcliff
Time Plan Cycle Length
12 AM - 7 AM 5 (0) 90
7 AM - 9 AM 6 (0) 105
9 AM - 11 AM 5 (0) 90
11 AM - 7 PM 7 (0) 115
7 PM - 12 AM 5 (0) 90
Weekend Plan Cycle Length
All Day 5 90
Table 1.3: Ridge & Best Buy TOD Plans
Weekday Best Buy
Time Plan Cycle
Length
12 AM - 6:30 AM 1 (111) 120
6:30 AM - 9 AM 2 (222) 150
9 AM - 3:30 PM 1 (111) 120
3:30 PM - 6:30 PM 3 (333) 150
6:30 PM - 10 PM 1 (111) 120
10 PM - 12 AM Free Free
Weekend Plan Cycle
Length
12 AM - 9 AM Free Free
9 AM - 11 AM 1 (111) 120
11 AM - 6 PM 3 (333) 150
6 PM - 10 PM 1 (111) 120
10 PM - 12 AM Free Free
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Table 1.4: Ridge & Brookpark TOD Plans
Weekday Brookpark
Time Plan Cycle
Length
12 AM - 6:30 AM 1 (111) 120
6:30 AM - 9 AM 2 (222) 150
9 AM - 3:30 PM 1 (111) 120
3:30 PM - 6:30 PM 3 (333) 150
6:30 PM - 10 PM 1 (111) 120
10 PM - 12 AM 1 (111) 120
Weekend Plan Cycle
Length
12 AM - 9 AM 1 (111) 120
9 AM - 11 AM 1 (111) 120
11 AM - 6 PM 3 (333) 150
6 PM - 10 PM 1 (111) 120
10 PM - 12 AM 1 (111) 120
With the timing implemented by TMS and the timing running currently at Ridge/Best Buy and
Ridge/Brookpark, this signal system was not running in full coordination. The scope of the current study
was limited to the Ridge/Northcliff intersection for the northern most signal, and did not take into
consideration the signals in this system north of Northcliff. It was determined that due to the proximity
of the signal at the northern access to Ridge Park Square to the Northcliff Avenue signal, the extra signal
at Ridge Park Square and Ridge Road should be added to the signal retiming. For this system to run fully
in coordination, the signals from Memphis south to Brookpark along Ridge Road would need retiming.
2. Traffic Volumes TEC completed mechanical tube counts during October 2015 for 3 weekdays and a weekend.
Additionally, ODOT provided Miovision turning movement counts completed during November 2015
based on peak hours determined by the mechanical counts. The “northbound” counter was placed on
Ridge Road north of Brookpark and the “southbound” counter was placed on Ridge Road south of
Brookpark; both counts are the exiting volumes from Ridge at Brookpark. Figure 2.1 below shows the
graphical representation of the mechanical tube counts. All count data is located in Appendix A.
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Figure 2.1: Mechanical Tube Counts Graph (Tuesday, 10/27/15)
Figure 2.2: Mechanical Tube Counts Graph (Saturday, 10/24/15)
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Ridge Road at Brookpark Hourly Exiting Traffic Volumes Tuesday 10/27/2015
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3. Signal Warrant Analysis at Brookpark & Best Buy As part of this re-timing study, it was requested that TEC complete a traffic signal warrant study for the intersection of Brookpark & Best Buy. Appendix E contains the signal warrant analysis for this signal. Based on various warrant analysis methods, using main street and side street traffic volumes, this intersection does not warrant a traffic signal.
4. Existing Signal Operation Analysis Before any changes were made to coordination timing, TEC analyzed the local timing parameters to ensure safe signal operation for both motorists and pedestrians.
A. Local Timing
Vehicular Clearance The clearance time (yellow + all red) check was done for each approach of the study intersections. The methodologies prescribed in the ITE Manual of Traffic Signal Design (contained in ODOT TEM) were used to calculate recommended yellow and red clearance times for each approach. In general, the vehicle clearance intervals of the signals re-timed by TMS are set to 4 seconds for yellow and 2 seconds for red, with some red intervals set to 1.5 and 2.5 seconds. The intervals set to 1.5 and 2.5 are recommended to be 2 seconds; there are not other recommendations to those intervals. At the Best Buy and Brookpark intersections, yellow times of 4 seconds are recommended to satisfy the total calculated clearance interval. These recommendations, and existing intervals, are detailed in Appendix B. Pedestrian Clearance All pedestrian clearance intervals were calculated per the OMUTCD (4E.06). Walk times are based on
crosswalk length and distance from the push button, while Flashing Don’t Walk times are a function of
the Walk interval and length of crosswalk. Using the specified calculations, the pedestrian clearance
intervals at the I-480 ramps change minimally, while the intervals at Ridge and Northcliff generally
decrease or remain similar, and the pedestrian intervals at Ridge and Brookpark increase greatly. The
pedestrian clearance recommendations, and existing intervals, can also be found in Appendix B.
Scaled drawings of intersection paths and crosswalk paths can be found in Appendix D.
Phase Timing Data Minimum Green Times vary throughout the corridor. Protected left turn movements are set to 5-8 seconds; side streets are set to 7-10 seconds; and main street minimum greens are set to 19-24 seconds. There were no recommendations for changes to the minimum green times. Vehicle Extension Times were set to 3-5 seconds for applicable phases and no recommendations were made for changes. Currently only one detector has a set time for Detector Delay. The detector for EB Northcliff has a detector delay of 15 seconds. For left turn detectors, a 3 second detector delay is recommended and for side street detectors a delay of 10 seconds is recommended for the possibility of traffic turning right on red.
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Additionally, at the time of inspection, the I-480 ramps did not have detection. ODOT District 12 has assisted the City with obtaining radar-based detection for both intersections. All existing parameters and any recommendations can be found in Appendix C.
B. Synchro Models
The traffic modeling and analysis software, Synchro 8 (in addition to Simtraffic), was used to model signal operation during the AM, Midday, and PM peak hours within the study area. For signalized intersections, the Level of Service (LOS) of an intersection is directly related to the average total delay per vehicle. The total delay is the sum of control delay and queue delay. Control delay is the component of delay caused by the downstream control device and is calculated using the Percentile Delay Method. Queue delay is an analysis of the affects of queues and blocking on short links and short turning bays. LOS is defined in terms of delay and is a measure of driver discomfort and intersection performance with respect to vehicular capacity and quality of service provided to road users. Delay refers to total average stopped delay experienced by motorists at the referenced intersection. The level of service is classified into six different levels, ranging from A to F. Table 4.1 shows the definitions of each level.
Table 4.1: Level of Service Classifications
Level of Service Description Delay
A Very low delay <10 seconds per vehicle
B Good progression 10-20 seconds per vehicle
C Limit of acceptable delay 20-35 seconds per vehicle
D Start of traffic breakdown 35-55 seconds per vehicle
E High delay 55-80 seconds per vehicle
F Congested conditions, unacceptable delay >80 seconds per vehicle
To model each peak hour (AM: 7:15-8:15; MID: 12:00-1:00; PM: 4:30-5:30), TEC utilized turning
movement counts provided by ODOT, and a combination of timing provided by TMS Engineers
(Northcliff-I480 EB Ramp) and timing uploaded by a technician in the field (Best Buy & Brookpark). The
traffic signal at Brookpark and Best Buy was not included in this analysis because it does not warrant a
signal and is currently in flash operation. Below are the analysis results; all delays are in seconds. Full
Synchro results for the existing and proposed timing can be found in Appendix F.
Table 4.2: Pre-Study Overall Signal Delays
Pre-Study
Intersection Delay & LOS
AM Midday PM
LOS Delay LOS Delay LOS Delay
Ridge & Brookpark D 45.8 D 36.2 D 47.8
Ridge & Best Buy A 7.7 B 15.6 C 20.2
Ridge & I480 EB C 26.7 C 21.7 C 26.9
Ridge & I-480 WB C 26.1 C 26.2 D 49.0
Ridge & Northcliff B 11.2 C 25.4 C 24.1
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Throughout the day, Ridge and Brookpark operated with a LOS of “D” while the rest of the signals
operated with acceptable delay. The one exception was the signal at the I-480 WB ramp during the PM
peak, which operated with a LOS of “D.”
An additional metric of signal timing and coordination along a corridor (in this case, Ridge Road from
Brookpark to Northcliff) provided by Synchro is the Arterial Level of Service. This metric for the pre-
study conditions is below in Table 4.3:
Table 4.3: Pre-Study Arterial LOS and Delay
AM MID PM
NB SB NB SB NB SB
Travel Time (sec) 187.1 154.6 197.8 181.9 231.3 205.6
Signal Delay (sec) 72.6 66.0 76.6 93.6 105.5 117.3
Arterial Speed (mph) 17.5 13.1 19.2 11.1 17.1 9.8
Arterial LOS D C C D D D
5. Proposed Signal Timing Analysis The challenge of coordinating the signals in this corridor was the proximity of the ramp intersections
(350’ apart) and the Best Buy/Ridge and Brookpark/Ridge intersections (300’ apart) to each other.
Additionally, cycle lengths in this corridor were limited due to the lack of detection at Ridge and
Brookpark. Currently there is no side street detection on Brookpark, meaning the phases on Brookpark
must run the same split each cycle, regardless of demand. This issue is compounded due to high
pedestrian clearance intervals and no pushbuttons. The combination of these issues forces Brookpark
to run a minimum 47 second split time all day, limiting the green time of protected left turns and
northbound/southbound Ridge Road.
In order to accommodate the long split on Brookpark Avenue, this intersection must run a cycle length
longer than is necessary at other signals along the corridor. Therefore, TEC used two different methods
to model proposed timing. The first alternative used a single cycle length for each of the 5 signals, while
the second alternative used a longer cycle length at Ridge/Brookpark and Ridge/ Best Buy, and shorter
cycle length for the rest of the signals on the corridor. The results of the analysis are in the following
tables.
Table 5.1: Proposed Cycle Lengths by Peak and Proposed Alternative
Cycle Lengths AM MID PM
Intersection ALT 1 ALT 2 ALT 1 ALT 2 ALT 1 ALT 2
Ridge & Brookpark 150 150 135 150 130 150
Ridge & Best Buy 150 150 135 150 130 150
Ridge & I480 EB 150 100 135 100 130 100
Ridge & I-480 WB 150 100 135 100 130 100
Ridge & Northcliff 150 100 135 100 130 100
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Table 5.2: AM Pre-Study VS. Proposed Timing Signal Delays
AM PEAK
Pre-Study ALT 1 Δ Delay
Pre-Study ALT 2 Δ Delay
Intersection LOS Delay LOS Delay LOS Delay LOS Delay
Ridge & Brookpark D 45.8 D 48.4 2.6 D 45.8 D 46.8 1.0
Ridge & Best Buy A 7.7 A 4.9 -2.8 A 7.7 A 5.9 -1.8
Ridge & I480 EB C 26.7 C 31.5 4.8 C 26.7 C 24.3 -2.4
Ridge & I-480 WB C 26.1 C 30.0 3.9 C 26.1 C 21.7 -4.4
Ridge & Northcliff B 11.2 B 10.8 -0.4 B 11.2 B 10.9 -0.3
Totals 117.5 125.6 8.1 117.5 109.6 -7.9
Table 5.3: MID Pre-Study VS. Proposed Timing Signal Delays
MID PEAK
Pre-Study ALT 1
Δ Delay Pre-Study ALT 2
Δ Delay Intersection LOS Delay LOS Delay LOS Delay LOS Delay
Ridge & Brookpark D 36.2 D 42.3 6.1 D 36.2 D 40.6 4.4
Ridge & Best Buy B 15.6 B 11.4 -4.2 B 15.6 B 13.6 -2.0
Ridge & I480 EB C 21.7 C 21.8 0.1 C 21.7 B 16.5 -5.2
Ridge & I-480 WB C 26.2 C 27.7 1.5 C 26.2 C 20.4 -5.8
Ridge & Northcliff C 25.4 C 26.7 1.3 C 25.4 C 26.2 0.8
Totals 125.1 129.9 4.8 125.1 117.3 -7.8
Table 5.4: PM Pre-Study VS. Proposed Timing Signal Delays
PM PEAK
Pre-Study ALT 1
Δ Delay Pre-Study ALT 2
Δ Delay Intersection LOS Delay LOS Delay LOS Delay LOS Delay
Ridge & Brookpark D 47.8 D 45.3 -2.5 D 47.8 D 42.5 -5.3
Ridge & Best Buy C 20.2 B 15.1 -5.1 C 20.2 B 18.1 -2.1
Ridge & I480 EB C 26.9 B 18.1 -8.8 C 26.9 B 17.7 -9.2
Ridge & I-480 WB D 49.0 D 41.4 -7.6 D 49.0 D 38.3 -10.7
Ridge & Northcliff C 24.1 C 23.0 -1.1 C 24.1 C 23.4 -0.7
Totals 168.0 142.9 -25.1 168.0 140.0 -28.0
Of all peaks analyzed, the PM peak showed the greatest improvements to delay and level of service with
both timing alternatives. In each peak hour model though, Alternative 2 provided the smallest overall
signal delay throughout the corridor. Alternative 2 allows the signal at Brookpark to run a longer cycle
length to accommodate pedestrian intervals (and the lack of detection), while also enabling the signals
at the I-480 ramps to cycle faster and reduce queues. In addition to the LOS and delay per intersection
is the Arterial Level of Service metric, provided in the following tables.
Ridge Road Signal Timing
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Table 5.5: AM Pre-Study VS. Proposed Timing Arterial Level of Service
AM
Northbound Southbound
Pre-Study
ALT 1 %Δ Pre-
Study ALT 1 %Δ
Travel Time (sec) 187.1 187.1 0% 154.6 147.3 -5%
Signal Delay (sec) 72.6 72.4 0% 66.0 59.0 -11%
Arterial Speed (mph) 17.5 17.5 0% 13.1 13.7 5%
Arterial LOS D D C C
AM
Northbound Southbound
Pre-Study
ALT 2 %Δ Pre-
Study ALT 2 %Δ
Travel Time (sec) 187.1 188.9 1% 154.6 151.3 -2%
Signal Delay (sec) 72.6 74.1 2% 66.0 63.0 -5%
Arterial Speed (mph) 17.5 17.4 -1% 13.1 13.3 2%
Arterial LOS D D C C
Table 5.6: MID Pre-Study VS. Proposed Timing Arterial Level of Service
MID
Northbound Southbound
Pre-Study
ALT 1 %Δ Pre-
Study ALT 1 %Δ
Travel Time (sec) 197.8 197.7 0% 181.9 182.4 0%
Signal Delay (sec) 76.6 76.6 0% 93.6 94.1 1%
Arterial Speed (mph) 19.2 19.1 -1% 11.1 11.0 -1%
Arterial LOS C C D D
MID
Northbound Southbound
Pre-Study
ALT 2 %Δ Pre-
Study ALT 2 %Δ
Travel Time (sec) 197.8 191.1 -3% 181.9 182.8 0%
Signal Delay (sec) 76.6 70.0 -9% 93.6 94.5 1%
Arterial Speed (mph) 19.2 19.8 3% 11.1 11.0 -1%
Arterial LOS C C D D
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Table 5.7: PM Pre-Study VS. Proposed Timing Arterial Level of Service
PM
Northbound Southbound
Pre-Study
ALT 1 %Δ Pre-
Study ALT 1 %Δ
Travel Time (sec) 231.3 219.2 -5% 205.6 214.7 4%
Signal Delay (sec) 105.5 93.6 -11% 117.3 126.4 8%
Arterial Speed (mph) 17.1 18.0 5% 9.8 9.4 -4%
Arterial LOS D D D D
PM
Northbound Southbound
Pre-Study
ALT 2 %Δ Pre-
Study ALT 2 %Δ
Travel Time (sec) 231.3 223.5 -3% 205.6 195.9 -5%
Signal Delay (sec) 105.5 97.9 -7% 117.3 107.6 -8%
Arterial Speed (mph) 17.1 17.6 3% 9.8 10.3 5%
Arterial LOS D D D D
In the Midday and PM peaks, Alternative 2 presented better overall travel time and signal delay along
the corridor. During the AM peak, Alternative 1 showed better travel time and signal delays than
Alternative 2, but at the cost of long cycle lengths and excessive delay on side streets (two of which are
I-480 ramps).
After considering the individual intersection delay and the arterial level of service, the timing plan for
Alternative 2 was selected as the recommended timing plan for the AM, Midday, and PM peak hours.
Using Alternative 2 as the preferred timing plan, the proposed time of day changes are below in Table
5.8.
Table 5.8: Proposed Time of Day Changes
Weekday Plan COS*
Cycle Length
12A-6A 444 Act/120
6A-10A 111 150/100
10A-2P 222 150/75
2P-7P 333 150/100
7P-12A 444 Act/120
Weekend Plan COS
Cycle Length
12A-8A 444 Act/120
8A-8P 222 150/75
8P-12A 444 Act/120
*Cycle/Offset/Split
Ridge Road Signal Timing
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In each peak, the progression along Ridge Road is limited by the length of the side street split on
Brookpark Avenue due to lack of detection. Below is a comparison of total intersection delay between
proposed timing with existing conditions and proposed timing with detection on Brookpark Avenue.
Table 5.9: Proposed Timing Delay With vs. Without Brookpark Detection (PM Peak)
No Detection With Detection
Δ Delay Intersection LOS Delay LOS Delay
Ridge & Brookpark D 42.5 D 44.7 2.2
Table 5.10: Proposed Timing Arterial LOS With vs. Without Brookpark Detection (PM Peak)
PM
Northbound Southbound
No Detection
With Detection
%Δ No
Detection With Detection %Δ
Travel Time (sec) 223.5 214.1 -4% 195.9 184.0 -6%
Signal Delay (sec) 97.9 88.5 -10% 107.6 95.7 -11%
Arterial Speed (mph) 17.6 18.4 5% 10.3 11.0 7%
Arterial LOS D C D D
The intersection delay at Brookpark/Ridge increases with detection because Brookpark Avenue would
no longer operate on Max Recall. While Brookpark will still require a long split to accommodate
pedestrians, the installation of detection on Brookpark would allow these movements to gap out, and
give more green time to Ridge Road; this is evident in the reduction of travel time and signal delay for
Ridge. Installation of detection on Brookpark Avenue would greatly benefit the progression of traffic
along Ridge Road.
6. Geometric Analysis As part of project scope, TEC was asked to analyze the roadway segment between the Ridge/Best Buy
intersection and the Ridge/I-480 EB Ramp intersection. Within this segment are two different layouts
for analysis:
1. The southbound lane shift just south of the I-480 EB Ramp. This has been reportedly been the
cause of several crashes and near misses.
2. Lane configuration of the southbound right-turn- only lane at Best Buy. Should this become a
shared right/thru lane?
Lane Shift
Currently, southbound motorists must shift left just south of the I-480 EB ramp. This shift creates
storage for a southbound right turn only lane at the Ridge/Best Buy Signal and aligns the through lanes
with the rest of the corridor. This shift is pictured below:
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Figure 6.1: Southbound Ridge Road Lane Shift
Currently this alignment is more of a safety issue than a capacity or progression issue. TEC developed
two possibilities for making this lane shift safer. Alternative A includes striping a taper line from the
existing southbound right turn to the curb where the lane shift begins; this will guide direction of
motorists in the western-most southbound lane. Alternative A also includes installing a mountable
raised curb system along the existing solid white line. This measure is fairly low cost and while not a
fixed object, will discourage drivers from crossing this line during the lane shift. An example of this
measure is pictured below:
Figure 6.2: Mountable Raised Curb System Example
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Alternative B for making the southbound lane shift safer includes separating the through lanes
completely for the lane shift using new striping of transverse lines. An example of what this striping may
look like is pictures below in Figure 6.3.
Figure 6.3: New Transverse Line Striping
Best Buy Right Turn Only
Currently, the lane shift makes room for a southbound right-turn-only storage lane approximately 340
feet long. Compared to the southbound through traffic, the southbound right turning volume is less
than 10%, reaching a high of 115 vehicles during the Midday peak. TEC used Synchro to model the
change of this right turn only lane to a shared right/through lane in the PM peak. The capacity results at
Ridge & Best Buy are in Table 6.1 and the arterial level of service for the corridor is in Table 6.2.
Table 6.1: Proposed Timing Delay Best Buy Right Turn Only vs. Right/Through (PM Peak)
Right Only Right/Thru
Δ Delay Intersection LOS Delay LOS Delay
Ridge & Best Buy B 18.1 B 16.2 -1.9
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Table 6.2: Proposed Timing Arterial LOS Best Buy Right Turn Only vs. Right/Through (PM Peak)
PM
Northbound Southbound
Right Only
Right/Thru %Δ Right Only
Right/Thru %Δ
Travel Time (sec) 223.5 223.5 0% 195.9 194.2 -1%
Signal Delay (sec) 97.9 97.9 0% 107.6 105.7 -2%
Arterial Speed (mph) 17.6 17.6 0% 10.3 10.4 1%
Arterial LOS D D D D
Changing the configuration of this right-turn-only lane to a shared right/through lane has an overall
positive impact regarding capacity and arterial level of service. This change also improves the overall
travel time and signal delay for southbound traffic on Ridge Road.
7. Travel Time Studies A ‘before’ travel time study was performed using pre-existing signal timing on May 17-18 2016. The
study consisted of a technician driving 3 different routes on and near the Ridge Road corridor:
1. NB and SB along Ridge Road from Brookpark to Northcliff Avenue
2. Southbound along Ridge Road from Northcliff Avenue to eastbound I-480
3. Westbound on I-480 to southbound Ridge Road to Brookpark Road
Travel time routes were driven during 4 different 2 hour peaks:
6:45AM-8:45AM
9AM-11AM
11:30AM-1:30PM
3:45PM-5:45PM
The optimized timing presented in this report was implemented by TEC on June 1, 2016. After field
review of the optimized timing, the ‘after’ travel time study was completed on July 12-13, 2016. Table
7.1 below shows the data and provides a before/after comparison for each peak.
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Table 7.1: Before and After Travel Time Data
Route Peak Avg Travel
Time (s) Avg # Stops
Avg Speed (mph)
Avg Stopped Time (s)
Route 1: Northcliff to Brookpark SB
AM 16% 19% -33% 56%
MID -2% -32% -24% 53%
OFF 12% 32% 4% -15%
PM -18% -22% 24% -41%
Route 1: Brookpark to Northcliff NB
AM -10% -7% 11% 17%
MID -5% -23% 0% -13%
OFF 51% 260% -34% 140%
PM 19% 43% -18% 69%
Route 2: Northcliff to EB I-480
AM 44% 105% -28% 38%
MID 10% 11% -14% 28%
OFF 39% 68% -28% 17%
PM -19% -40% 18% -38%
Route 3: WB I-480 to Brookpark SB
AM 39% 97% -34% 18%
MID -1% -5% 6% -14%
OFF 13% 31% -2% -9%
PM -9% -20% 34% -4%
*improvements are in green
The AM Peak (6:45AM-8:45AM) showed improvements only in the route for Northbound Ridge Road.
Much of the lack of improvement for the other three routes can be attributed to the long splits assigned
to Brookpark Avenue at Ridge Road in addition to progression priority given to northbound Ridge Road.
The lack of detection and long pedestrian clearance interval forces a long cycle length and a small green
band for Ridge Road through traffic at this signal.
The Midday Peak (11:30AM-1:30AM) exhibited slight improvements mostly seen in the travel time and
average number of stops. Route 2, travelling south from Northcliff to east on I-480 was the only route
not to show any improvements during this peak.
The Off Peak (9AM-11AM) showed regressions for every route in each category, some of which are
severe degradations. On July 14, during the chosen time for the Off Peak travel time, road crews were
working and closing various lanes along Ridge Road for pavement marking updates. This greatly
disrupted traffic in both directions and compromised the accuracy of the data during this collection
period.
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The PM Peak (3:45PM-5:45PM) showed the greatest improvements of the four traffic peaks and showed
no regressions in measures of effectiveness except Northbound Ridge Road from Brookpark to
Northcliff. This direction was given less priority during the PM peak due to the high volume of
southbound traffic.
Graphical representation for each measure can be seen in Figures 7.1-7.4.
Figure 7.1: Average Travel Time by Route and Peak
Figure 7.2: Average Number of Stops by Route and Peak
0 20 40 60 80
100 120 140 160 180
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AM MID OFF PM AM MID OFF PM AM MID OFF PM AM MID OFF PM
Route 1: Northcliff to Brookpark SB
Route 1: Brookpark to Northcliff NB
Route 2: Northcliff to EB I-480
Route 3: WB I-480 to Brookpark SB
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Route 1: Northcliff to Brookpark SB
Route 1: Brookpark to Northcliff NB
Route 2: Northcliff to EB I-480
Route 3: WB I-480 to Brookpark SB
Avg Number of Stops
Ridge Road Signal Timing
17
Figure 7.3: Average Speed by Route and Peak
Figure 7.4: Average Stopped Time by Route and Peak
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Route 1: Northcliff to Brookpark SB
Route 1: Brookpark to Northcliff NB
Route 2: Northcliff to EB I-480
Route 3: WB I-480 to Brookpark SB
Avg Stopped Time (sec)
Ridge Road Signal Timing
18
8. Recommendations and Conclusions Regarding both signal timing and geometric layout, TEC has the following conclusions:
The controllers on Ridge at both Brookpark and Best Buy/HH Gregg are currently ASC/2s
controllers. TEC recommends updating these controllers to ASC/3 controllers to maintain
continuity in signal equipment along the corridor.
Expanding signal retiming to include signals north of Northcliff up to Memphis Avenue will make
for better progression throughout the Ridge Road corridor.
Installing vehicular and pedestrian detection on Brookpark Avenue at Ridge Road will enable a
shorter cycle length, better signal coordination, and allow the signal to run semi-actuated
overnight instead of coordinated.
APPENDIX A: COUNT DATA
Time Period Class. R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal
Peak 1 Lights 6 0 5 0 11 17 11 480 0 0 491 464 0 0 0 0 0 1 1 459 6 0 466 486 968 N 1 1
Specified Period % 86% 0% 83% 0% 85% 94% 92% 97% 0% 0% 97% 92% 0% 0% 0% 0% 0% 100% 100% 92% 100% 0% 92% 97% 94% 100%
7:00 AM - 9:00 AM Mediums 1 0 1 0 2 1 1 13 0 0 14 34 0 0 0 0 0 0 0 33 0 0 33 14 49 E 1 1
One Hour Peak % 14% 0% 17% 0% 15% 6% 8% 3% 0% 0% 3% 7% 0% 0% 0% 0% 0% 0% 0% 7% 0% 0% 7% 3% 5% 100%
7:30 AM - 8:30 AM Articulated Trucks 0 0 0 0 0 0 0 2 0 0 2 6 0 0 0 0 0 0 0 6 0 0 6 2 8 S 0 0
% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 1% 0%
Total 7 0 6 0 13 18 12 495 0 0 507 504 0 0 0 0 0 1 1 498 6 0 505 502 1025 W 0 0
PHF 0.58 0 0.75 0 0.65 0.56 0.6 0.83 0 0 0.83 0.98 0 0 0 0 0 0.25 0.25 0.97 0.38 0 0.97 0.83 0.9 0%
Approach % 1% 2% 49% 49% 0% 0% 49% 49% 2 2
Peak 2 Lights 47 0 41 0 88 100 59 503 2 0 564 557 0 0 0 0 0 2 0 516 41 0 557 550 1209 N 11 11
Specified Period % 100% 0% 100% 0% 100% 97% 100% 97% 100% 0% 97% 94% 0% 0% 0% 0% 0% 100% 0% 93% 93% 0% 93% 97% 96% 100%
11:00 AM - 12:00 PM Mediums 0 0 0 0 0 2 0 8 0 0 8 26 0 0 0 0 0 0 0 26 2 0 28 8 36 E 1 1
One Hour Peak % 0% 0% 0% 0% 0% 2% 0% 2% 0% 0% 1% 4% 0% 0% 0% 0% 0% 0% 0% 5% 5% 0% 5% 1% 3% 100%
11:00 AM - 12:00 PM Articulated Trucks 0 0 0 0 0 1 0 7 0 0 7 10 0 0 0 0 0 0 0 10 1 0 11 7 18 S 0 0
% 0% 0% 0% 0% 0% 1% 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0% 0% 2% 2% 0% 2% 1% 1% 0%
Total 47 0 41 0 88 103 59 518 2 0 579 593 0 0 0 0 0 2 0 552 44 0 596 565 1263 W 0 0
PHF 0.69 0 0.68 0 0.81 0.83 0.82 0.85 0.5 0 0.87 0.91 0 0 0 0 0 0.5 0 0.89 0.69 0 0.87 0.89 0.94 0%
Approach % 7% 8% 46% 47% 0% 0% 47% 45% 12 12
Peak 3 Lights 76 0 40 0 116 130 69 575 1 1 646 686 1 0 0 0 1 1 0 644 61 0 705 651 1468 N 6 6
Specified Period % 96% 0% 95% 0% 96% 98% 99% 95% 100% 100% 96% 94% 100% 0% 0% 0% 100% 100% 0% 94% 98% 0% 95% 95% 95% 100%
12:00 PM - 1:00 PM Mediums 3 0 1 0 4 2 1 23 0 0 24 32 0 0 0 0 0 0 0 31 1 0 32 26 60 E 1 1
One Hour Peak % 4% 0% 2% 0% 3% 2% 1% 4% 0% 0% 4% 4% 0% 0% 0% 0% 0% 0% 0% 5% 2% 0% 4% 4% 4% 100%
12:00 PM - 1:00 PM Articulated Trucks 0 0 1 0 1 0 0 6 0 0 6 10 0 0 0 0 0 0 0 9 0 0 9 6 16 S 0 0
% 0% 0% 2% 0% 1% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 1% 1% 0%
Total 79 0 42 0 121 132 70 604 1 1 676 728 1 0 0 0 1 1 0 684 62 0 746 683 1544 W 1 1
PHF 0.9 0 0.75 0 0.84 0.82 0.83 0.94 0.25 0.25 0.94 0.89 0.25 0 0 0 0.25 0.25 0 0.89 0.82 0 0.9 0.93 0.92 100%
Approach % 8% 9% 44% 47% 0% 0% 48% 44% 8 8
Peak 4 Lights 60 0 32 0 92 109 47 636 1 0 684 797 1 1 0 0 2 1 0 764 61 0 825 696 1603 N 4 4
Specified Period % 100% 0% 100% 0% 100% 99% 100% 98% 100% 0% 98% 99% 100% 100% 0% 0% 100% 100% 0% 98% 98% 0% 98% 98% 98% 100%
2:00 PM - 7:00 PM Mediums 0 0 0 0 0 1 0 11 0 0 11 9 0 0 0 0 0 0 0 9 1 0 10 11 21 E 0 0
One Hour Peak % 0% 0% 0% 0% 0% 1% 0% 2% 0% 0% 2% 1% 0% 0% 0% 0% 0% 0% 0% 1% 2% 0% 1% 2% 1% 0%
4:30 PM - 5:30 PM Articulated Trucks 0 0 0 0 0 0 0 4 0 0 4 3 0 0 0 0 0 0 0 3 0 0 3 4 7 S 0 0
% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0%
Total 60 0 32 0 92 110 47 651 1 0 699 809 1 1 0 0 2 1 0 776 62 0 838 711 1631 W 0 0
PHF 0.68 0 0.73 0 0.79 0.95 0.84 0.95 0.25 0 0.95 0.87 0.25 0.25 0 0 0.5 0.25 0 0.86 0.86 0 0.87 0.97 0.94 0%
Approach % 6% 7% 43% 50% 0% 0% 51% 44% 4 4
Site Code
Report Summary
Southbound Westbound Northbound Eastbound Crosswalk
Study Name CUY-17 @ Best Buy TMC
Start Date Tuesday, November 17, 2015 7:00 AM
End Date Tuesday, November 17, 2015 7:00 PM
Time Period Class. R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal
Peak 1 Lights 211 649 183 0 1043 1359 141 211 27 0 379 478 16 1066 73 0 1155 716 40 279 152 0 471 495 3048 N 2 2
Specified Period % 95% 96% 93% 0% 96% 97% 88% 96% 96% 0% 93% 93% 100% 99% 100% 0% 99% 96% 89% 93% 92% 0% 92% 96% 96% 100%
7:00 AM - 9:00 AM Mediums 9 24 12 0 45 40 16 8 1 0 25 28 0 13 0 0 13 29 4 16 11 0 31 17 114 E 1 1
One Hour Peak % 4% 4% 6% 0% 4% 3% 10% 4% 4% 0% 6% 5% 0% 1% 0% 0% 1% 4% 9% 5% 7% 0% 6% 3% 4% 100%
7:15 AM - 8:15 AM Articulated Trucks 2 0 2 0 4 6 3 0 0 0 3 7 0 1 0 0 1 1 1 5 2 0 8 2 16 S 1 1
% 1% 0% 1% 0% 0% 0% 2% 0% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 2% 2% 1% 0% 2% 0% 1% 100%
Total 222 673 197 0 1092 1405 160 219 28 0 407 513 16 1080 73 0 1169 746 45 300 165 0 510 514 3178 W 1 1
PHF 0.91 0.92 0.78 0 0.92 0.91 0.74 0.77 0.88 0 0.87 0.91 0.67 0.89 0.87 0 0.89 0.93 0.66 0.88 0.9 0 0.89 0.84 0.96 100%
Approach % 34% 44% 13% 16% 37% 23% 16% 16% 5 5
Peak 2 Lights 229 712 173 0 1114 1155 155 293 52 0 500 553 38 742 104 0 884 866 102 342 258 0 702 626 3200 N 6 6
Specified Period % 92% 97% 95% 0% 96% 96% 89% 97% 100% 0% 95% 95% 97% 97% 95% 0% 97% 97% 97% 95% 95% 0% 95% 95% 96% 100%
12:00 PM - 2:00 PM Mediums 10 10 8 0 28 41 15 8 0 0 23 18 1 14 3 0 18 11 1 9 12 0 22 21 91 E 0 0
One Hour Peak % 4% 1% 4% 0% 2% 3% 9% 3% 0% 0% 4% 3% 3% 2% 3% 0% 2% 1% 1% 2% 4% 0% 3% 3% 3% 0%
12:00 PM - 1:00 PM Articulated Trucks 10 10 1 0 21 13 4 1 0 0 5 11 0 7 2 0 9 12 2 10 2 0 14 13 49 S 3 3
% 4% 1% 1% 0% 2% 1% 2% 0% 0% 0% 1% 2% 0% 1% 2% 0% 1% 1% 2% 3% 1% 0% 2% 2% 1% 100%
Total 249 732 182 0 1163 1209 174 302 52 0 528 582 39 763 109 0 911 889 105 361 272 0 738 660 3340 W 0 0
PHF 0.89 0.96 0.86 0 0.96 0.93 0.97 0.87 0.72 0 0.91 0.97 0.75 0.91 0.91 0 0.93 0.95 0.85 0.95 0.93 0 0.94 0.92 0.96 0%
Approach % 35% 36% 16% 17% 27% 27% 22% 20% 9 9
Peak 3 Lights 257 1182 155 0 1594 1385 168 344 74 0 586 565 22 960 83 0 1065 1404 148 388 257 0 793 684 4038 N 5 5
Specified Period % 96% 99% 99% 0% 99% 99% 98% 99% 99% 0% 99% 99% 100% 98% 99% 0% 99% 99% 99% 99% 99% 0% 99% 98% 99% 100%
4:00 PM - 6:00 PM Mediums 6 8 2 0 16 17 1 3 1 0 5 6 0 13 1 0 14 10 1 4 3 0 8 10 43 E 2 2
One Hour Peak % 2% 1% 1% 0% 1% 1% 1% 1% 1% 0% 1% 1% 0% 1% 1% 0% 1% 1% 1% 1% 1% 0% 1% 1% 1% 100%
4:30 PM - 5:30 PM Articulated Trucks 4 0 0 0 4 4 2 0 0 0 2 1 0 2 0 0 2 1 1 1 0 0 2 4 10 S 3 3
% 1% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 1% 0% 100%
Total 267 1190 157 0 1614 1406 171 347 75 0 593 572 22 975 84 0 1081 1415 150 393 260 0 803 698 4091 W 7 7
PHF 0.91 0.91 0.87 0 0.91 0.93 0.89 0.93 0.82 0 0.94 0.85 0.61 0.91 0.84 0 0.93 0.92 0.89 0.82 0.89 0 0.9 0.96 0.98 100%
Approach % 39% 34% 14% 14% 26% 35% 20% 17% 17 17
Site Code
Report Summary
Southbound Westbound Northbound Eastbound Crosswalk
Study Name CUY-17 @ CR-10 TMC
Start Date Tuesday, November 17, 2015 7:00 AM
End Date Tuesday, November 17, 2015 6:00 PM
Time Period Class. R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal
Peak 1 Lights 16 1023 49 0 1088 1537 74 0 4 0 78 97 48 1460 3 0 1511 1030 3 0 3 0 6 19 2683 N 6 6
Specified Period % 94% 96% 94% 0% 96% 97% 96% 0% 100% 0% 96% 97% 100% 97% 100% 0% 97% 96% 100% 0% 100% 0% 100% 95% 97% 100%
7:00 AM - 9:00 AM Mediums 1 35 3 0 39 34 2 0 0 0 2 3 0 32 0 0 32 35 0 0 0 0 0 1 73 E 3 3
One Hour Peak % 6% 3% 6% 0% 3% 2% 3% 0% 0% 0% 2% 3% 0% 2% 0% 0% 2% 3% 0% 0% 0% 0% 0% 5% 3% 100%
7:00 AM - 8:00 AM Articulated Trucks 0 6 0 0 6 13 1 0 0 0 1 0 0 12 0 0 12 6 0 0 0 0 0 0 19 S 0 0
% 0% 1% 0% 0% 1% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 1% 0%
Total 17 1064 52 0 1133 1584 77 0 4 0 81 100 48 1504 3 0 1555 1071 3 0 3 0 6 20 2775 W 1 1
PHF 0.42 0.86 0.93 0 0.85 0.93 0.84 0 0.5 0 0.81 0.83 0.75 0.92 0.38 0 0.93 0.86 0.38 0 0.75 0 0.75 0.5 0.97 100%
Approach % 41% 57% 3% 4% 56% 39% 0% 1% 10 10
Peak 2 Lights 114 1085 86 0 1285 1278 119 6 33 1 159 150 58 1084 9 0 1151 1161 43 5 75 0 123 129 2718 N 4 4
Specified Period % 99% 96% 99% 0% 97% 96% 100% 86% 97% 100% 99% 99% 100% 95% 100% 0% 95% 96% 93% 100% 99% 0% 97% 98% 96% 100%
12:00 PM - 2:00 PM Mediums 1 32 1 0 34 48 0 1 1 0 2 1 0 47 0 0 47 36 3 0 1 0 4 2 87 E 0 0
One Hour Peak % 1% 3% 1% 0% 3% 4% 0% 14% 3% 0% 1% 1% 0% 4% 0% 0% 4% 3% 7% 0% 1% 0% 3% 2% 3% 0%
12:00 PM - 1:00 PM Articulated Trucks 0 10 0 0 10 11 0 0 0 0 0 0 0 11 0 0 11 10 0 0 0 0 0 0 21 S 0 0
% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 1% 0%
Total 115 1127 87 0 1329 1337 119 7 34 1 161 151 58 1142 9 0 1209 1207 46 5 76 0 127 131 2826 W 5 5
PHF 0.82 0.91 0.68 0 0.89 0.93 0.74 0.58 0.77 0.25 0.76 0.8 0.76 0.95 0.45 0 0.95 0.9 0.82 0.62 0.7 0 0.81 0.84 0.91 100%
Approach % 47% 47% 6% 5% 43% 43% 4% 5% 9 9
Peak 3 Lights 81 1547 92 0 1720 1621 128 2 44 0 174 161 57 1389 5 0 1451 1620 29 12 104 0 145 88 3490 N 1 1
Specified Period % 100% 98% 100% 0% 98% 99% 98% 100% 98% 0% 98% 100% 100% 99% 100% 0% 99% 98% 97% 100% 100% 0% 99% 100% 98% 100%
4:00 PM - 6:00 PM Mediums 0 26 0 0 26 15 2 0 1 0 3 0 0 13 0 0 13 28 1 0 0 0 1 0 43 E 6 6
One Hour Peak % 0% 2% 0% 0% 1% 1% 2% 0% 2% 0% 2% 0% 0% 1% 0% 0% 1% 2% 3% 0% 0% 0% 1% 0% 1% 100%
4:15 PM - 5:15 PM Articulated Trucks 0 4 0 0 4 8 0 0 0 0 0 0 0 8 0 0 8 4 0 0 0 0 0 0 12 S 0 0
% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Total 81 1577 92 0 1750 1644 130 2 45 0 177 161 57 1410 5 0 1472 1652 30 12 104 0 146 88 3545 W 6 6
PHF 0.88 0.93 0.82 0 0.93 0.96 0.81 0.25 0.66 0 0.75 0.79 0.62 0.97 0.62 0 0.98 0.93 0.83 0.75 0.72 0 0.76 0.96 0.96 100%
Approach % 49% 46% 5% 5% 42% 47% 4% 2% 13 13
Site Code
Report Summary
Southbound Westbound Northbound Eastbound Crosswalk
Study Name CUY-CR-10 @ Best Buy TMC
Start Date Tuesday, November 17, 2015 7:00 AM
End Date Tuesday, November 17, 2015 6:00 PM
Time Period Class. R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal
Peak 1 Lights 0 720 299 0 1019 1067 0 0 0 0 0 1019 720 830 0 0 1550 1080 360 0 237 0 597 0 3166 N 0 0
Specified Period % 0% 96% 94% 0% 96% 97% 0% 0% 0% 0% 0% 96% 97% 97% 0% 0% 97% 96% 95% 0% 97% 0% 96% 0% 96% 0%
7:00 AM - 9:00 AM Mediums 0 24 10 0 34 25 0 0 0 0 0 25 15 18 0 0 33 39 15 0 7 0 22 0 89 E 2 2
One Hour Peak % 0% 3% 3% 0% 3% 2% 0% 0% 0% 0% 0% 2% 2% 2% 0% 0% 2% 3% 4% 0% 3% 0% 4% 0% 3% 100%
7:00 AM - 8:00 AM Articulated Trucks 0 5 8 0 13 7 0 0 0 0 0 15 7 6 0 0 13 7 2 0 1 0 3 0 29 S 0 0
% 0% 1% 3% 0% 1% 1% 0% 0% 0% 0% 0% 1% 1% 1% 0% 0% 1% 1% 1% 0% 0% 0% 0% 0% 1% 0%
Total 0 749 317 0 1066 1099 0 0 0 0 0 1059 742 854 0 0 1596 1126 377 0 245 0 622 0 3284 W 1 1
PHF 0 0.83 0.93 0 0.93 0.89 0 0 0 0 0 0.79 0.74 0.89 0 0 0.92 0.85 0.88 0 0.89 0 0.9 0 0.96 100%
Approach % 32% 33% 0% 32% 49% 34% 19% 0% 3 3
Peak 2 Lights 0 983 316 0 1299 1054 0 0 0 0 0 804 488 810 0 0 1298 1229 246 0 244 0 490 0 3087 N 0 0
Specified Period % 0% 97% 95% 0% 96% 98% 0% 0% 0% 0% 0% 96% 96% 98% 0% 0% 97% 97% 98% 0% 98% 0% 98% 0% 97% 0%
12:00 PM - 2:00 PM Mediums 0 23 10 0 33 16 0 0 0 0 0 28 18 12 0 0 30 27 4 0 4 0 8 0 71 E 8 8
One Hour Peak % 0% 2% 3% 0% 2% 1% 0% 0% 0% 0% 0% 3% 4% 1% 0% 0% 2% 2% 2% 0% 2% 0% 2% 0% 2% 100%
1:00 PM - 2:00 PM Articulated Trucks 0 10 5 0 15 7 0 0 0 0 0 7 2 5 0 0 7 10 0 0 2 0 2 0 24 S 0 0
% 0% 1% 2% 0% 1% 1% 0% 0% 0% 0% 0% 1% 0% 1% 0% 0% 1% 1% 0% 0% 1% 0% 0% 0% 1% 0%
Total 0 1016 331 0 1347 1077 0 0 0 0 0 839 508 827 0 0 1335 1266 250 0 250 0 500 0 3182 W 5 5
PHF 0 0.95 0.96 0 0.95 0.97 0 0 0 0 0 0.98 0.96 0.95 0 0 0.96 0.98 0.92 0 0.86 0 0.95 0 0.99 100%
Approach % 42% 34% 0% 26% 42% 40% 16% 0% 13 13
Peak 3 Lights 0 1314 294 0 1608 1334 0 0 0 0 0 951 657 967 2 0 1626 1737 423 0 367 0 790 2 4024 N 0 0
Specified Period % 0% 99% 97% 0% 98% 99% 0% 0% 0% 0% 0% 97% 97% 99% 67% 0% 98% 99% 98% 0% 99% 0% 99% 67% 98% 0%
4:00 PM - 6:00 PM Mediums 0 14 6 0 20 13 0 0 0 0 0 22 16 9 1 0 26 21 7 0 4 0 11 1 57 E 4 4
One Hour Peak % 0% 1% 2% 0% 1% 1% 0% 0% 0% 0% 0% 2% 2% 1% 33% 0% 2% 1% 2% 0% 1% 0% 1% 33% 1% 100%
4:15 PM - 5:15 PM Articulated Trucks 0 4 3 0 7 2 0 0 0 0 0 7 4 2 0 0 6 5 1 0 0 0 1 0 14 S 0 0
% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%
Total 0 1332 303 0 1635 1349 0 0 0 0 0 980 677 978 3 0 1658 1763 431 0 371 0 802 3 4095 W 12 12
PHF 0 0.94 0.87 0 0.92 0.98 0 0 0 0 0 0.93 0.95 0.95 0.25 0 0.95 0.95 0.91 0 0.91 0 0.91 0.25 0.96 100%
Approach % 40% 33% 0% 24% 40% 43% 20% 0% 16 16
Study Name CUY-CR-10 @ I-480 EB TMC
Start Date Tuesday, November 17, 2015 7:00 AM
End Date Tuesday, November 17, 2015 6:00 PM
Site Code
Report Summary
Southbound Westbound Northbound Eastbound Crosswalk
Time Period Class. R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal
Peak 1 Lights 331 626 0 0 957 906 299 0 440 0 739 0 0 607 440 0 1047 1066 0 0 0 0 0 771 2743 N 0 0
Specified Period % 97% 94% 0% 0% 95% 96% 96% 0% 96% 0% 96% 0% 0% 96% 96% 0% 96% 95% 0% 0% 0% 0% 0% 97% 96% 0%
7:00 AM - 9:00 AM Mediums 9 33 0 0 42 31 10 0 18 0 28 0 0 21 16 0 37 51 0 0 0 0 0 25 107 E 3 3
One Hour Peak % 3% 5% 0% 0% 4% 3% 3% 0% 4% 0% 4% 0% 0% 3% 4% 0% 3% 5% 0% 0% 0% 0% 0% 3% 4% 100%
7:15 AM - 8:15 AM Articulated Trucks 1 7 0 0 8 9 2 0 2 0 4 0 0 7 1 0 8 9 0 0 0 0 0 2 20 S 0 0
% 0% 1% 0% 0% 1% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 1% 0%
Total 341 666 0 0 1007 946 311 0 460 0 771 0 0 635 457 0 1092 1126 0 0 0 0 0 798 2870 W 0 0
PHF 0.83 0.88 0 0 0.94 0.95 0.85 0 0.9 0 0.93 0 0 0.86 0.86 0 0.88 0.89 0 0 0 0 0 0.85 0.94 0%
Approach % 35% 33% 27% 0% 38% 39% 0% 28% 3 3
Peak 2 Lights 322 832 0 0 1154 1152 360 0 457 0 817 0 0 792 291 0 1083 1289 0 0 0 0 0 613 3054 N 0 0
Specified Period % 97% 97% 0% 0% 97% 97% 95% 0% 94% 0% 95% 0% 0% 98% 96% 0% 97% 96% 0% 0% 0% 0% 0% 97% 97% 0%
12:00 PM - 2:00 PM Mediums 4 18 0 0 22 26 10 0 20 0 30 0 0 16 6 0 22 38 0 0 0 0 0 10 74 E 4 4
One Hour Peak % 1% 2% 0% 0% 2% 2% 3% 0% 4% 0% 3% 0% 0% 2% 2% 0% 2% 3% 0% 0% 0% 0% 0% 2% 2% 100%
1:00 PM - 2:00 PM Articulated Trucks 5 6 0 0 11 10 8 0 9 0 17 0 0 2 5 0 7 15 0 0 0 0 0 10 35 S 0 0
% 2% 1% 0% 0% 1% 1% 2% 0% 2% 0% 2% 0% 0% 0% 2% 0% 1% 1% 0% 0% 0% 0% 0% 2% 1% 0%
Total 331 856 0 0 1187 1188 378 0 486 0 864 0 0 810 302 0 1112 1342 0 0 0 0 0 633 3163 W 4 4
PHF 0.86 0.96 0 0 0.96 0.93 0.94 0 0.9 0 0.94 0 0 0.9 0.87 0 0.94 0.94 0 0 0 0 0 0.86 0.95 100%
Approach % 38% 38% 27% 0% 35% 42% 0% 20% 8 8
Peak 3 Lights 279 805 0 0 1084 1408 512 0 840 0 1352 0 0 896 488 0 1384 1645 0 0 0 0 0 767 3820 N 0 0
Specified Period % 99% 98% 0% 0% 99% 99% 98% 0% 99% 0% 99% 0% 0% 99% 99% 0% 99% 99% 0% 0% 0% 0% 0% 99% 99% 0%
4:00 PM - 6:00 PM Mediums 2 8 0 0 10 12 3 0 11 0 14 0 0 9 3 0 12 19 0 0 0 0 0 5 36 E 1 1
One Hour Peak % 1% 1% 0% 0% 1% 1% 1% 0% 1% 0% 1% 0% 0% 1% 1% 0% 1% 1% 0% 0% 0% 0% 0% 1% 1% 100%
5:00 PM - 6:00 PM Articulated Trucks 1 5 0 0 6 8 6 0 0 0 6 0 0 2 3 0 5 5 0 0 0 0 0 4 17 S 0 0
% 0% 1% 0% 0% 1% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0%
Total 282 818 0 0 1100 1428 521 0 851 0 1372 0 0 907 494 0 1401 1669 0 0 0 0 0 776 3873 W 6 6
PHF 0.88 0.92 0 0 0.94 0.93 0.94 0 0.95 0 0.95 0 0 0.93 0.78 0 0.87 0.93 0 0 0 0 0 0.82 0.93 100%
Approach % 28% 37% 35% 0% 36% 43% 0% 20% 7 7
Study Name CUY-CR-10 @ I-480 WB TMC
Start Date Tuesday, November 17, 2015 7:00 AM
End Date Tuesday, November 17, 2015 6:00 PM
Site Code
Report Summary
Southbound Westbound Northbound Eastbound Crosswalk
Time Period Class. R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal
Peak 1 Lights 37 797 12 0 846 712 0 0 0 0 0 24 12 666 216 0 894 921 124 0 46 0 170 253 1910 N 1 1
Specified Period % 93% 95% 100% 0% 95% 95% 0% 0% 0% 0% 0% 100% 100% 95% 96% 0% 96% 95% 98% 0% 87% 0% 94% 96% 95% 100%
7:00 AM - 9:00 AM Mediums 3 32 0 0 35 32 0 0 0 0 0 0 0 26 6 0 32 35 3 0 6 0 9 9 76 E 2 2
One Hour Peak % 8% 4% 0% 0% 4% 4% 0% 0% 0% 0% 0% 0% 0% 4% 3% 0% 3% 4% 2% 0% 11% 0% 5% 3% 4% 100%
7:15 AM - 8:15 AM Articulated Trucks 0 11 0 0 11 7 0 0 0 0 0 0 0 6 2 0 8 11 0 0 1 0 1 2 20 S 1 1
% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 1% 0% 1% 1% 0% 0% 2% 0% 1% 1% 1% 100%
Total 40 840 12 0 892 751 0 0 0 0 0 24 12 698 224 0 934 967 127 0 53 0 180 264 2006 W 1 1
PHF 0.62 0.99 0.43 0 0.97 0.87 0 0 0 0 0 0.75 0.6 0.88 0.86 0 0.91 0.97 0.88 0 0.83 0 0.9 0.81 0.96 100%
Approach % 44% 37% 0% 1% 47% 48% 9% 13% 5 5
Peak 2 Lights 108 726 7 0 841 798 0 0 0 0 0 22 14 661 455 0 1130 1009 283 1 137 0 421 563 2392 N 0 0
Specified Period % 96% 97% 78% 0% 97% 96% 0% 0% 0% 0% 0% 92% 100% 96% 99% 0% 97% 97% 98% 100% 97% 0% 98% 98% 97% 0%
12:00 PM - 2:00 PM Mediums 3 14 2 0 19 23 0 0 0 0 0 2 0 21 4 0 25 16 2 0 2 0 4 7 48 E 2 2
One Hour Peak % 3% 2% 22% 0% 2% 3% 0% 0% 0% 0% 0% 8% 0% 3% 1% 0% 2% 2% 1% 0% 1% 0% 1% 1% 2% 100%
1:00 PM - 2:00 PM Articulated Trucks 2 7 0 0 9 12 0 0 0 0 0 0 0 10 1 0 11 10 3 0 2 0 5 3 25 S 1 1
% 2% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 1% 1% 0% 1% 0% 1% 1% 1% 100%
Total 113 747 9 0 869 833 0 0 0 0 0 24 14 692 460 0 1166 1035 288 1 141 0 430 573 2465 W 7 7
PHF 0.88 0.96 0.56 0 0.97 0.89 0 0 0 0 0 0.67 0.58 0.9 0.9 0 0.97 0.94 0.88 0.25 0.88 0 0.88 0.91 0.96 100%
Approach % 35% 34% 0% 1% 47% 42% 17% 23% 10 10
Peak 3 Lights 105 721 16 1 843 1085 1 1 0 0 2 42 26 912 464 1 1403 969 247 0 171 0 418 570 2666 N 4 4
Specified Period % 99% 98% 100% 100% 98% 99% 100% 100% 0% 0% 100% 95% 93% 99% 99% 100% 99% 98% 99% 0% 100% 0% 99% 99% 99% 100%
4:00 PM - 6:00 PM Mediums 1 8 0 0 9 9 0 0 0 0 0 1 1 9 2 0 12 10 2 0 0 0 2 3 23 E 5 5
One Hour Peak % 1% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 2% 4% 1% 0% 0% 1% 1% 1% 0% 0% 0% 0% 1% 1% 100%
4:45 PM - 5:45 PM Articulated Trucks 0 4 0 0 4 4 0 0 0 0 0 1 1 4 2 0 7 5 1 0 0 0 1 2 12 S 2 2
% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% 4% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 100%
Total 106 733 16 1 856 1098 1 1 0 0 2 44 28 925 468 1 1422 984 250 0 171 0 421 575 2701 W 13 13
PHF 0.85 0.9 0.8 0.25 0.94 0.96 0.25 0.25 0 0 0.5 0.85 0.78 0.92 0.97 0.25 0.94 0.96 0.86 0 0.84 0 0.85 0.95 0.98 100%
Approach % 32% 41% 0% 2% 53% 36% 16% 21% 24 24
Study Name CUY-CR-10 @ Northcliff TMC
Start Date Tuesday, November 17, 2015 7:00 AM
End Date Tuesday, November 17, 2015 6:00 PM
Site Code
Report Summary
Southbound Westbound Northbound Eastbound Crosswalk
APPENDIX B: VEHICLE & PEDESTRIAN CLEARANCE INTERVALS
OMUTCD 4E.06-12
OMUTCD 4E.06-07
CR
OS
SW
AL
K
LE
NG
TH
DIS
TA
NC
E T
O
PU
SH
BU
TT
ON
CA
LC
UL
AT
ED
P
ED
C
LE
AR
AN
CE
PE
D C
HA
NG
E
INT
ER
VA
L
(FD
W)
(L+P
)/(3
fp
s)
(NO
TE
: P
=6 IF
N
O
PU
SH
BU
TT
ON
)
WA
LK
+ P
ED
C
HA
NG
E
INT
ER
VA
LS
L P= 3.5 fps WALK TIME
= 3.5 fps WALK
TIME - 3 sec
BUFFER
X Y
FT FT SEC SEC SEC SEC SEC SEC SEC SEC SEC SEC- - - - - - - - - - - - - - - -
SB 2 90 NO - 7 25.7 22.7 32.0 29.7 NO 2.3 7.0 12.0 10 23- - - - - - - - - - - - - - - -
WB 4 115 NO - 8 32.9 29.9 40.3 37.9 NO 2.5 8.0 15.0 11 30- - - - - - - - - - - - - - - -
NB 6 90 NO - 7 25.7 22.7 32.0 29.7 NO 2.3 7.0 12.0 10 23- - - - - - - - - - - - - - - -
EB 8 90 NO - 8 25.7 22.7 32.0 30.7 NO 1.3 8.0 15.0 10 23SB 1 80 YES 7 8 22.9 19.9 29.0 27.9 NO 1.1 8.0 12.0 10 20- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -
WB 4 110 YES 9 8 31.4 28.4 39.7 36.4 NO 3.2 8.0 14.0 12 29- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -
NB 4 70 YES 6 7 20.0 17.0 25.3 24.0 NO 1.3 7.0 16.0 9 17- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -
WB 4 45 YES 10 7 12.9 9.9 18.3 16.9 NO 1.5 7.0 13.0 9 10- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -
NB 2 40 NO - 7 11.4 8.4 15.3 15.4 YES N/A 7.0 21.0 7 9- - - - - - - - - - - - - - - -
EB 4 70 YES 12 7 20.0 17.0 27.3 24.0 NO 3.3 7.0 25.0 11 17- - - - - - - - - - - - - - - -
SB 6 80 YES 10 7 22.9 19.9 30.0 26.9 NO 3.1 7.0 21.0 11 20- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -
Ridge &
Northcliff
Ridge &
Brookpark
INT
ER
SE
CT
ION
Ridge & BestBuy
Ridge & EB 480
Ridge & WB 480
PEDESTRIAN
FINAL PED TIMING
PU
SH
BU
TT
ON
PR
OV
IDE
D
WA
LK
INT
ER
VA
L
(4
-7s
TY
P)
IS Y
>=X
?
AD
DIT
ION
AL
WA
LK
IN
TE
RV
AL
RE
QU
IRE
D
FIN
AL
WA
LK
INT
ER
VA
L
FIN
AL
PE
D C
HA
NG
E
INT
ER
VA
L (
FD
W)
EX
IST
ING
WA
LK
INT
ER
VA
L
EX
IST
ING
PE
D C
HA
NG
E
INT
ER
VA
L (
FD
W)
EXISTING PED TIMING
PE
D M
OV
EM
EN
T
AS
SO
CIA
TE
D P
HA
SE
3 fps CHECKS (OMUTCD 4E.06-14)
PE
RC
EP
TIO
N/R
EA
CT
ION
TIM
E
(1s
TY
P)
AP
PR
OA
CH
S
PE
ED
AP
PR
OA
CH
S
PE
ED
DE
CE
LE
RA
TIO
N
RA
TE
(1
0 sq
. fp
s T
YP
)
WID
TH
OF
IN
TE
RS
EC
TIO
N
LE
NG
TH
OF
V
EH
ICL
E
(20
ft T
YP
)
AP
PR
OA
CH
G
RA
DE
YE
LL
OW
AL
L R
ED
Y +
AR
YE
LL
OW
AL
L R
ED
Y+A
R
YE
LL
OW
AL
L R
ED
Y +
AR
t V V a W L g Y AR TOTAL Y AR TOTALY (3-6s TYP)
AR (1-6s TYP)
TOTAL
SEC MPH FPS SQ. FPS FT FT % SEC SEC SEC SEC SEC SEC SEC SEC SEC1 NBL 1 20 29.33333 10 80 20 0 2.5 3.4 5.9 3.0 2.0 5.0 3 1 4.02 SB 1 35 51.33333 10 90 20 0 3.6 2.1 5.7 3.3 2.0 5.3 4 2 6.03 EBL 1 20 29.33333 10 70 20 0 2.5 3.1 5.6 3.0 2.0 5.0 3 1 4.04 WB 1 35 51.33333 10 110 20 0 3.6 2.5 6.1 3.6 2.0 5.6 4 2 6.05 SBL 1 20 29.33333 10 60 20 0 2.5 2.7 5.2 3.0 2.0 5.0 3 1 4.06 NB 1 35 51.33333 10 110 20 0 3.6 2.5 6.1 3.3 2.0 5.3 4 2 6.07 WBL 1 20 29.33333 10 70 20 0 2.5 3.1 5.6 3.0 2.0 5.0 3 1 4.08 EB 1 35 51.33333 10 90 20 0 3.6 2.1 5.7 3.6 2.0 5.6 4 2 6.01 NBL 1 20 29.33333 10 50 20 0 2.5 2.4 4.9 3.6 2.0 5.6 3 1 4.02 SB 1 35 51.33333 10 75 20 0 3.6 1.9 5.5 3.6 2.0 5.6 3.6 2 5.63 - 1 - - - - 20 - - - - - - - - - -4 EBWB 1 25 36.66667 10 110 20 0 2.8 3.5 6.3 3.2 2.0 5.2 3 2 5.05 - 1 - - - - 20 - - - - - - - - - -6 - 1 - - - - 20 - - - - - - - - - -7 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -1 - 1 - - - - 20 - - - - - - - - - -2 NBSB 1 35 51.33333 10 70 20 0 3.6 1.8 5.4 4.0 2.0 6.0 4 2 6.03 SBL 1 20 29.33333 10 65 20 0 2.5 2.9 5.4 4.0 2.0 6.0 3 2 5.04 EB 1 35 51.33333 10 80 20 0 3.6 1.9 5.5 4.0 2.0 6.0 4 2 6.05 - 1 - - - - 20 - - - - - - - - - -6 - 1 - - - - 20 - - - - - - - - - -7 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -1 - 1 - - - - 20 - - - - - - - - - -2 NBSB 1 35 51.33333 10 60 20 0 3.6 1.6 5.2 4.0 1.5 5.5 4 1.5 5.53 NBL 1 20 29.33333 10 50 20 0 2.5 2.4 4.9 4.0 2.5 6.5 3 2 5.04 WB 1 35 51.33333 10 90 20 0 3.6 2.1 5.7 4.0 2.5 6.5 4 2 6.05 - 1 - - - - 20 - - - - - - - - - -6 - 1 - - - - 20 - - - - - - - - - -7 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -1 SBL 1 35 51.33333 10 25 20 0 3.6 0.9 4.5 4.0 2.0 6.0 4 2 6.02 NB 1 35 51.33333 10 70 20 0 3.6 1.8 5.4 4.0 1.5 5.5 4 2 6.03 - 1 - - - - 20 - - - - - - - - - -4 EB 1 25 36.66667 10 80 20 0 2.8 2.7 5.5 3.0 3.0 6.0 3 3 6.05 NBL 1 35 51.33333 10 50 20 0 3.6 1.4 5.0 4.0 2.0 6.0 4 2 6.06 SB 1 35 51.33333 10 100 20 0 3.6 2.3 5.9 4.0 2.0 6.0 4 2 6.07 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -
Ridge &
Northcliff
Ridge &
Brookpark
INT
ER
SE
CT
ION
Ridge & BestBuy
Ridge & EB 480
Ridge & WB 480
AS
SO
CIA
TE
D P
HA
SE
DIR
EC
TIO
N
TRAFFIC SIGNAL
FACTORS CALCULATED EXISTING FINAL CLEARANCE
APPENDIX C: LOCAL TIMING PARAMETERS
Ridge Road Signal Timing
TEC Engineering, Inc.
2/1/2016
Table: Detector Delay Recommendations
1 NBL 0 3
2 SB - -
3 EBL 0 3
4 WB - -
5 SBL 0 3
6 NB - -
7 WBL 0 3
8 EB - -
1 NBL 0 3
2 SB - -
4 EBWB 0 10
2 NBSB - -
3 SBL - -
4 EB - -
2 NBSB - -
3 NBL - -
4 WB - -
1 SBL 0 3
2 NB - -
4 EB 15 10
5 NBL 0 3
6 SB - -
Existing
Detector Delay
Recommended
Detector Delay
Ridge & WB Ramp
Ridge & Northcliff
Signalized Intersection Phase No.
Existing
Corresponding
Direction
Ridge & Brookpark
Ridge & Best Buy
Ridge & EB Ramp
Ridge Road Signal Timing
TEC Engineering, Inc.
2/1/2016
Table: Min Green Time and Vehicle Extension Recommendations
1 NBL 8 3 - 3.0
2 SB 24 0 0.0
3 EBL 7 3 - 3.0
4 WB 23 0 0.0
5 SBL 8 3 - 3.0
6 NBL 24 0 0.0
7 WBL 7 3 - 3.0
8 EBL 23 0 0.0
1 NBL 5 3 - 3.0
2 SB 19 3 - 3.0
4 EBWB 10 3 - 3.0
2 NBSB 25 5 - 5.0
3 SBL 8 5 - 5.0
4 EB 10 5 - 5.0
2 NBSB 25 5 - 5.0
3 NBL 8 5 - 5.0
4 WB 10 5 - 5.0
1 SBL 7 3 - 3.0
2 NB 20 0 0.0
4 EB 10 3 - 3.0
5 NBL 7 3 - 3.0
6 SB 20 0 0.0
Existing Min
Green
Recommended
Min Green
Existing Veh
Extension Loop Distance (ft)
Recommended Veh
Extension
Ridge & Northcliff
Signalized Intersection
Ridge & WB Ramp
Phase No.
Existing
Corresponding
Direction
Ridge & Brookpark
Ridge & Best Buy
Ridge & EB Ramp
APPENDIX D: SCALED INTERSECTION PATHS & CROSSWALKS
Ridge Rd & I-480 WB EXIT EXISTING GEOMETRICS AND SIGNAL LAYOUT
SIGNAL POLE
PEDESTAL
PEDESTRIAN SIGNAL
3-SECTION SIGNAL
5-SECTION SIGNAL
3-SECTION W/ ARROWS
4-SECTION W/ ARROWS
SIGN LOCATION
CONTROLLER CABINET
DETECTION ZONE
DETECTION CAMERA
PHASING DIAGRAM
VEHICLE Φ
PERMITTED Φ
PEDESTRIAN Φ
LEGEND
NOTE:- MAINLINE PHASES 2 & 4
Φ3
Φ4
Φ2
Φ2
Φ2
Φ2 Φ3
Φ4
Φ4
OLA
Ridge Rd & I-480 EB EXIT EXISTING GEOMETRICS AND SIGNAL LAYOUT
Φ3
OLA
SIGNAL POLE
PEDESTAL
PEDESTRIAN SIGNAL
3-SECTION SIGNAL
5-SECTION SIGNAL
3-SECTION W/ ARROWS
4-SECTION W/ ARROWS
SIGN LOCATION
CONTROLLER CABINET
DETECTION ZONE
DETECTION CAMERA
PHASING DIAGRAM
VEHICLE Φ
PERMITTED Φ
PEDESTRIAN Φ
LEGEND
NOTE:- MAINLINE PHASES 2 & 4
Φ2
OLA Φ4
Φ2
OLAΦ3
Φ4
Φ4
Ridge Rd & Brookpark Rd EXISTING GEOMETRICS AND SIGNAL LAYOUT
SIGNAL POLE
PEDESTAL
PEDESTRIAN SIGNAL
3-SECTION SIGNAL
5-SECTION SIGNAL
3-SECTION W/ ARROWS
4-SECTION W/ ARROWS
SIGN LOCATION
CONTROLLER CABINET
DETECTION ZONE
DETECTION CAMERA
PHASING DIAGRAM
VEHICLE Φ
PERMITTED Φ
PEDESTRIAN Φ
LEGEND
NOTE:- MAINLINE PHASES 2 & 6- PHASES 1, 3, 5, 7 ARE PROTECTED LEFT TURN
Φ6
Φ8
Φ2 & Φ6Φ1 & Φ5
Φ3
Φ5Φ2
Φ4
Φ7
Φ3 & Φ7Φ4 & Φ8
Φ1
Φ5
Φ2
Φ5
Φ2Φ6 Φ3
Φ7
Φ3
Φ8
Φ6Φ1Φ4
Φ7
Φ4
Φ8
Φ1
D1
D5
D3D7
Ridge Rd & Best Buy EXISTING GEOMETRICS AND SIGNAL LAYOUT
Φ1
SIGNAL POLE
PEDESTAL
PEDESTRIAN SIGNAL
3-SECTION SIGNAL
5-SECTION SIGNAL
3-SECTION W/ ARROWS
4-SECTION W/ ARROWS
SIGN LOCATION
CONTROLLER CABINET
DETECTION ZONE
DETECTION CAMERA
PHASING DIAGRAM
VEHICLE Φ
PERMITTED Φ
PEDESTRIAN Φ
LEGEND
NOTE:- MAINLINE PHASES 2
Φ4
Φ1
D4
Φ1
Φ2Φ2
Φ4Φ1Φ4
D4
D4
D4D
1D
1Φ4
Φ2
Φ2
Ridge Rd & Northcliff Drive EXISTING GEOMETRICS AND SIGNAL LAYOUT
SIGNAL POLE
PEDESTAL
PEDESTRIAN SIGNAL
3-SECTION SIGNAL
5-SECTION SIGNAL
3-SECTION W/ ARROWS
4-SECTION W/ ARROWS
SIGN LOCATION
CONTROLLER CABINET
DETECTION ZONE
DETECTION CAMERA
PHASING DIAGRAM
VEHICLE Φ
PERMITTED Φ
PEDESTRIAN Φ
LEGEND
NOTE:- MAINLINE PHASES 2 & 6-No WB approach
Φ2 & Φ5
Φ1 & Φ5
Φ1Φ6
Φ4
Φ4
Φ5
Φ2
Φ2Φ5
Φ6Φ1
Φ1 & Φ6
Φ2 & Φ6
Φ2
Φ2
Φ5
D4
D4
D4
Φ1
D1
Φ6
Φ4
APPENDIX E: SIGNAL WARRANT ANALYSIS
TEC Engineering, Inc.
7288 Central Parke Blvd.
Mason, OH 45040
City/Twp. Brooklyn, OH (513) 771-8828 Job Number:
Location: Best Buy Drive & Brookpark Road Count Date:
Comments: Page number: 1 of 3
Brookpark EB Brookpark WB Best Buy SB
Start (major street) (major street) (minor street) (minor street) Intsct.
Time Total
12:00 AM 0
1:00 AM 0
2:00 AM 0
3:00 AM 0
4:00 AM 0
5:00 AM 0
6:00 AM 0
7:00 AM 949
8:00 AM 982
9:00 AM 0
10:00 AM 0
11:00 AM 1263
12:00 PM 1543
1:00 PM 0
2:00 PM 1371
3:00 PM 1412
4:00 PM 1586
5:00 PM 1535
6:00 PM 1110
7:00 PM 0
8:00 PM 0
9:00 PM 0
10:00 PM 0
11:00 PM 0
Intersection Data
No. of moving traffic lanes/app. on major st. 3
No. of moving traffic lanes/app. on minor st. 2
Number of intersection approaches: 3
85th percentile major-street speed (mph): 35
Rural or Urban area? (R or U) U
Chartpoints (Normal or High Speed/Non-Urban)
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
78
103
82
0
0
0
14
121
0
96
78
16
0
0
88
Intersection Signal Warrant Analysis
HOUR VOLUME
0
0
0
0
14033-003 T05
11/17/2015
596
746
0
680
473
464
0
0
0
0
0
0
699
829
732
548
0
HOUR VOLUMEHOUR VOLUMEHOUR VOLUME
0
0
0
0
0
0
0
579
676
0
0
462
502
Normal
0
0
0
0
0
480
0
0
0
595
635
679
700
0
0
0
0
0
0
0
Best Buy & Brookpark Warrant 2/2/2016 10:12 AM
TEC Engineering, Inc.
7288 Central Parke Blvd.
Mason, OH 45040
City/Twp. Brooklyn, OH (513) 771-8828 Job Number:
Location: Best Buy Drive & Brookpark Road Count Date:
Comments: 0 Page number: 2 of 3
MUTCD WARRANT ANALYSIS
Warrant 1
A. Eight-Hour Vehicular Volume
Major street volume requirement: 600
Minor street volume requirement: 200
Warrant hours required: 8
Warrant hours met: 0
Warrant 1A met? NO
B. Interruption of Continuous Traffic
Major street volume requirement: 900
Minor street volume requirement: 100
Warrant hours required: 8
Warrant hours met: 2
Warrant 1B met? NO
Combinations of Warrants
Warrant hours required: 8
Warrant hours met: 0
Combination Warrant met? NO
Warrant 1 met? NO
Warrant 2 - Four Hour Volumes
(SEE FOUR HOUR VOLUME WARRANT CURVE)
Warrant hours required: 4
Warrant hours met: 1
Warrant 2 met? NO
Warrant 3
A. Peak Hour Delay Delay Calculations
Total one minor street stopped time delay warr, veh-hr 5 *Average stopped delay, s 21.1
Total one minor street stopped time delay, veh-hr 0.7092 Average stopped delay, veh-hr 0.0059
Peak hour minor street approach warrant, vph 150 Number of approach vehicles in hour, veh 121
Peak hour minor street approach volume, vph 121 Total stopped time delay, veh-hr 0.7092
Total peak hour intersection vol. warrant, vph 650 *See attached capacity analysis
Total peak hour intersection volume, vph 1543
Warrant 3A met? NO
B. Peak Hour Volume
Warrant hours required: 1
11/17/2015
14033-003 T05
(SEE PEAK HOUR VOLUME WARRANT CURVE)
Intersection Signal Warrant Analysis
0
50
100
150
200
250
300
350
400
450
500
0 200 400 600 800 1,000 1,200 1,400 1,600
Min
or
Str
ee
tH
igh
Vo
lum
e A
pp
roa
ch
(V
PH
)
Major StreetTotal of Both Approaches (VPH)
Four Hour volume warrant - Major and Minor Streets for Urban Locations
Existing Volumes 1 lane & 1 lane 2 or more lanes & 1 lane 2 or more lanes on both
600
700
Peak Hour volume warrant - Major and Minor Streets for Urban Locations
Warrant hours required: 1
Warrant hours met: 0
Warrant 3B met? NO
Warrant 3 met? NO
Warrant 4 - Pedestrian Volume
A. Four Hour Warrant
Warrant hours required: 4
Warrant hours met: 0
Warrant 4 met? NO
B. Peak Hour Warrant
Warrant hours required: 1
Warrant hours met: 0
Warrant 4 met? NO
Warrant 5 - School Crossing
N
0
Insert number of gaps per study period 0
Insert study period length 0
Warrant 5 met? NO
Warrant 6 - Coordinated Signal System
Is this signal to be used to control progressive movement throughout a system? (Y/N) N
Warrant 6 met? NO
Warrant 7 - Crash Experience
A. Adequate trial of alternatives
Adequate trial of alternatives with enforcement has failed to reduce crash frequency: N
B. Crash Experience
No. of intersection accidents within a one-year period susceptible to correction by a traffic signal: 0
C. 80% Volumes
Warrant hours required: 8
Warrant hours met: 5
Combination Warrant met? NO
Warrant 7 met? NO
Warrant 8 - Roadway Network
Is this signal to be used to control progressive movement throughout a system? (Y/N) N
Warrant 8 met? NO
Warrant 9 - Intersection Near a Grade Crossing
Is this signal to be used to control a grade crossing? (Y/N) N
If Y, check grade crossing criteria.
Is this signal near or part of a school crossing? (Y/N)
Insert number of crossing schoolchildren in highest crossing hour
0
100
200
300
400
500
600
0 200 400 600 800 1,000 1,200 1,400 1,600 1,800 2,000
Min
or
Str
ee
tH
igh
Vo
lum
e A
pp
roa
ch
(V
PH
)
Major StreetTotal of Both Approaches (VPH)
Existing Volumes 1 lane & 1 lane 2 or more lanes & 1 lane 2 or more lanes on both
Best Buy & Brookpark Warrant 2/2/2016 10:12 AM
TEC Engineering, Inc.
7288 Central Parke Blvd.
Mason, OH 45040
City/Twp. Brooklyn, OH (513) 771-8828 Job Number:
Location: Best Buy Drive & Brookpark Road Count Date:
Comments: 0 Page number: 3 of 3
Warrant 1A Warrant 1B
maj st
warnt
maj st
vol.
min st
warnt
min st
vol.
hrs
met
maj st
warnt
maj st
vol.
min st
warnt
min st
vol.
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 935 200 14 0 900 935 100 14 0
600 966 200 16 0 900 966 100 16 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 1175 200 88 0 900 1175 100 88 0
600 1422 200 121 0 900 1422 100 121 1
600 0 200 0 0 900 0 100 0 0
600 1275 200 96 0 900 1275 100 96 0
600 1334 200 78 0 900 1334 100 78 0
600 1508 200 78 0 900 1508 100 78 0
600 1432 200 103 0 900 1432 100 103 1
600 1028 200 82 0 900 1028 100 82 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
600 0 200 0 0 900 0 100 0 0
Warrant hours met 0 Warrant hours met 2
Combination of Warrants Warrant 3A
(1)
maj st
warnt
(2)
maj st
warnt
(1)
min st
warnt
(2) min
st
warnt
maj st
vol.
min st
vol.
80%
wrnt 1
80%
wrnt2
hrs.
met
major
st.
minor
st.
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
11/17/2015
14033-003 T05
Intersection Signal Warrant Analysis
480 720 160 80 935 14 0 0 0 949 14 0
480 720 160 80 966 16 0 0 0 982 16 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 1175 88 0 1 0 1263 88 0
480 720 160 80 1422 121 0 1 0 1543 121 1543
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 1275 96 0 1 0 1371 96 0
480 720 160 80 1334 78 0 0 0 1412 78 0
480 720 160 80 1508 78 0 0 0 1586 78 0
480 720 160 80 1432 103 0 1 0 1535 103 0
480 720 160 80 1028 82 0 1 0 1110 82 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
480 720 160 80 0 0 0 0 0 0 0 0
Warrant hours met 0 5 0 Pk Hr 121 1543
Crash Analysis Part C Warrants
(1)
maj st
warnt
(2)
maj st
warnt
(1)
min st
warnt
(2) min
st
warnt
maj st
vol.
min st
vol.
80%
wrnt 1
80%
wrnt2
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 935 14 0 0
480 720 160 80 966 16 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 1175 88 0 1
480 720 160 80 1422 121 0 1
480 720 160 80 0 0 0 0
480 720 160 80 1275 96 0 1
480 720 160 80 1334 78 0 0
480 720 160 80 1508 78 0 0
480 720 160 80 1432 103 0 1
480 720 160 80 1028 82 0 1
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
480 720 160 80 0 0 0 0
Warrant hours met 0 5 5
Best Buy & Brookpark Warrant 2/2/2016 10:12 AM
APPENDIX F: SYNCHRO RESULTS
HCM Signalized Intersection Capacity Analysis Existing3: Ridge Rd & Brookpark Rd Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 165 300 45 28 219 160 73 1080 16 197 673 222
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.98 1.00 0.94 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1693 3269 1710 3171 1710 3410 1693 3420 1515
Flt Permitted 0.20 1.00 0.51 1.00 0.33 1.00 0.07 1.00 1.00
Satd. Flow (perm) 350 3269 921 3171 598 3410 126 3420 1515
Peak-hour factor, PHF 0.90 0.88 0.66 0.88 0.77 0.74 0.87 0.89 0.67 0.78 0.92 0.91
Adj. Flow (vph) 183 341 68 32 284 216 84 1213 24 253 732 244
RTOR Reduction (vph) 0 10 0 0 91 0 0 1 0 0 0 125
Lane Group Flow (vph) 183 399 0 32 409 0 84 1236 0 253 732 119
Heavy Vehicles (%) 1% 2% 2% 0% 0% 2% 0% 0% 0% 1% 0% 1%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Perm
Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 4 6 2 2
Actuated Green, G (s) 51.8 41.8 34.5 29.5 73.9 64.8 87.3 73.2 73.2
Effective Green, g (s) 51.8 41.8 34.5 29.5 73.9 64.8 87.3 73.2 73.2
Actuated g/C Ratio 0.35 0.28 0.23 0.20 0.49 0.43 0.58 0.49 0.49
Clearance Time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 275 910 238 623 362 1473 256 1668 739
v/s Ratio Prot c0.08 0.12 0.00 0.13 0.01 0.36 c0.12 0.21
v/s Ratio Perm c0.15 0.03 0.10 c0.46 0.08
v/c Ratio 0.67 0.44 0.13 0.66 0.23 0.84 0.99 0.44 0.16
Uniform Delay, d1 37.8 44.5 45.3 55.6 20.5 38.0 47.1 25.0 21.3
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.85 0.77 3.06
Incremental Delay, d2 6.0 1.5 0.3 5.3 0.3 5.9 50.6 0.8 0.4
Delay (s) 43.7 46.0 45.6 60.9 20.8 43.8 90.5 19.9 65.8
Level of Service D D D E C D F B E
Approach Delay (s) 45.3 60.0 42.4 43.6
Approach LOS D E D D
Intersection Summary
HCM 2000 Control Delay 45.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 20.9
Intersection Capacity Utilization 89.8% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing6: Ridge Rd & Best Buy/HH Gregg Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 3 0 3 4 0 77 3 1504 48 52 1064 17
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 1530 1710 1515 1710 4840 1710 3386 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.20 1.00 0.12 1.00 1.00
Satd. Flow (perm) 1710 1530 1710 1515 362 4840 213 3386 1530
Peak-hour factor, PHF 0.75 0.92 0.38 0.50 0.92 0.84 0.38 0.92 0.75 0.93 0.86 0.42
Adj. Flow (vph) 4 0 8 8 0 92 8 1635 64 56 1237 40
RTOR Reduction (vph) 0 0 7 0 0 86 0 1 0 0 0 9
Lane Group Flow (vph) 4 0 1 8 0 6 8 1698 0 56 1237 31
Heavy Vehicles (%) 0% 2% 0% 0% 2% 1% 0% 1% 0% 0% 1% 0%
Turn Type Perm Perm Perm Perm pm+pt NA pm+pt NA Perm
Protected Phases 1 2 1 2
Permitted Phases 4 4 4 4 2 2 2
Actuated Green, G (s) 10.3 10.3 10.3 10.3 123.3 117.4 123.3 117.4 117.4
Effective Green, g (s) 10.3 10.3 10.3 10.3 123.3 117.4 123.3 117.4 117.4
Actuated g/C Ratio 0.07 0.07 0.07 0.07 0.82 0.78 0.82 0.78 0.78
Clearance Time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 117 105 117 104 350 3788 233 2650 1197
v/s Ratio Prot 0.00 0.35 c0.01 c0.37
v/s Ratio Perm 0.00 0.00 c0.00 0.00 0.02 0.19 0.02
v/c Ratio 0.03 0.01 0.07 0.06 0.02 0.45 0.24 0.47 0.03
Uniform Delay, d1 65.2 65.1 65.4 65.3 3.0 5.5 3.0 5.6 3.6
Progression Factor 1.00 1.00 1.00 1.00 1.44 0.87 1.00 1.00 1.00
Incremental Delay, d2 0.1 0.0 0.2 0.2 0.0 0.3 0.5 0.6 0.0
Delay (s) 65.3 65.1 65.6 65.6 4.3 5.0 3.6 6.2 3.7
Level of Service E E E E A A A A A
Approach Delay (s) 65.2 65.6 5.0 6.0
Approach LOS E E A A
Intersection Summary
HCM 2000 Control Delay 7.6 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.43
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 16.4
Intersection Capacity Utilization 55.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing9: Ridge Rd & I480 EB Ramp Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 245 0 377 0 0 0 0 854 742 317 749 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2666 4865 1515 3221 3386
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2666 4865 1515 3221 3386
Peak-hour factor, PHF 0.89 0.92 0.88 0.92 0.92 0.92 0.92 0.89 0.74 0.93 0.83 0.92
Adj. Flow (vph) 275 0 428 0 0 0 0 960 1003 341 902 0
RTOR Reduction (vph) 0 0 363 0 0 0 0 0 226 0 0 0
Lane Group Flow (vph) 275 0 65 0 0 0 0 960 777 341 902 0
Heavy Vehicles (%) 0% 2% 1% 2% 2% 2% 2% 1% 1% 3% 1% 0%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 3 2 3
Permitted Phases 4 4 2
Actuated Green, G (s) 12.2 12.2 58.2 58.2 16.6 80.8
Effective Green, g (s) 12.2 12.2 58.2 58.2 16.6 80.8
Actuated g/C Ratio 0.12 0.12 0.55 0.55 0.16 0.77
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 385 309 2696 839 509 2605
v/s Ratio Prot 0.20 c0.11 0.27
v/s Ratio Perm c0.08 0.02 c0.51
v/c Ratio 0.71 0.21 0.36 0.93 0.67 0.35
Uniform Delay, d1 44.7 42.0 13.0 21.4 41.6 3.8
Progression Factor 1.00 1.00 1.00 1.00 0.97 2.02
Incremental Delay, d2 6.2 0.3 0.4 17.6 2.5 0.1
Delay (s) 50.9 42.4 13.4 39.0 42.8 7.8
Level of Service D D B D D A
Approach Delay (s) 45.7 0.0 26.5 17.4
Approach LOS D A C B
Intersection Summary
HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.85
Actuated Cycle Length (s) 105.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 81.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing12: Ridge Rd & I480 WB Ramp Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 0 0 0 460 0 311 457 635 0 0 666 341
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.5 6.5 6.5 5.5 5.5
Lane Util. Factor 0.97 1.00 0.97 0.95 0.91
Frt 1.00 0.85 1.00 1.00 0.95
Flt Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 1515 3317 3386 4625
Flt Permitted 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 1515 3317 3386 4625
Peak-hour factor, PHF 0.92 0.92 0.92 0.90 0.92 0.85 0.86 0.86 0.92 0.92 0.88 0.83
Adj. Flow (vph) 0 0 0 511 0 366 531 738 0 0 757 411
RTOR Reduction (vph) 0 0 0 0 0 197 0 0 0 0 84 0
Lane Group Flow (vph) 0 0 0 511 0 169 531 738 0 0 1084 0
Heavy Vehicles (%) 2% 2% 2% 0% 2% 1% 0% 1% 2% 2% 1% 0%
Turn Type Perm Perm Prot NA NA
Protected Phases 3 2 3 2
Permitted Phases 4 4
Actuated Green, G (s) 21.4 21.4 26.2 70.6 38.9
Effective Green, g (s) 21.4 21.4 26.2 70.6 38.9
Actuated g/C Ratio 0.20 0.20 0.25 0.67 0.37
Clearance Time (s) 6.5 6.5 6.5 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 676 308 827 2276 1713
v/s Ratio Prot c0.16 0.22 c0.23
v/s Ratio Perm c0.15 0.11
v/c Ratio 0.76 0.55 0.64 0.32 0.63
Uniform Delay, d1 39.3 37.5 35.2 7.2 27.2
Progression Factor 1.00 1.00 0.89 1.16 0.74
Incremental Delay, d2 4.8 2.0 1.6 0.1 1.7
Delay (s) 44.2 39.4 33.0 8.5 21.8
Level of Service D D C A C
Approach Delay (s) 0.0 42.2 18.7 21.8
Approach LOS A D B C
Intersection Summary
HCM 2000 Control Delay 26.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.67
Actuated Cycle Length (s) 105.0 Sum of lost time (s) 18.5
Intersection Capacity Utilization 81.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing15: Ridge Rd & Northcliff Ave Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 53 0 127 0 0 0 224 698 12 12 840 40
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0
Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95
Frt 1.00 0.86 0.85 1.00 1.00 1.00 0.99
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1593 1404 1454 1693 3374 1710 3352
Flt Permitted 0.95 1.00 1.00 0.25 1.00 0.34 1.00
Satd. Flow (perm) 1593 1404 1454 450 3374 621 3352
Peak-hour factor, PHF 0.83 0.25 0.88 0.92 0.92 0.92 0.86 0.88 0.60 0.43 0.99 0.62
Adj. Flow (vph) 64 0 144 0 0 0 260 793 20 28 848 65
RTOR Reduction (vph) 0 69 31 0 0 0 0 1 0 0 3 0
Lane Group Flow (vph) 58 6 44 0 0 0 260 812 0 28 910 0
Heavy Vehicles (%) 2% 0% 0% 2% 2% 2% 1% 1% 0% 0% 1% 0%
Turn Type Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 4 5 5 2 1 6
Permitted Phases 4 4 2 6
Actuated Green, G (s) 8.7 8.7 20.5 84.8 74.6 70.7 66.5
Effective Green, g (s) 8.7 8.7 20.5 84.8 74.6 70.7 66.5
Actuated g/C Ratio 0.08 0.08 0.20 0.81 0.71 0.67 0.63
Clearance Time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 131 116 366 503 2397 461 2122
v/s Ratio Prot 0.01 c0.06 0.24 0.00 0.27
v/s Ratio Perm c0.04 0.00 0.02 c0.36 0.04
v/c Ratio 0.44 0.05 0.12 0.52 0.34 0.06 0.43
Uniform Delay, d1 45.8 44.4 34.8 4.1 5.8 5.7 9.7
Progression Factor 1.00 1.00 1.00 3.61 0.44 1.00 1.00
Incremental Delay, d2 2.4 0.2 0.1 0.8 0.4 0.1 0.6
Delay (s) 48.2 44.6 35.0 15.4 2.9 5.8 10.3
Level of Service D D C B A A B
Approach Delay (s) 42.1 0.0 5.9 10.2
Approach LOS D A A B
Intersection Summary
HCM 2000 Control Delay 11.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 105.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 62.3% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed3: Ridge Rd & Brookpark Rd Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 165 300 45 28 219 160 73 1080 16 197 673 222
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.98 1.00 0.94 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1693 3269 1710 3171 1710 3410 1693 3420 1515
Flt Permitted 0.30 1.00 0.49 1.00 0.32 1.00 0.06 1.00 1.00
Satd. Flow (perm) 541 3269 886 3171 568 3410 111 3420 1515
Peak-hour factor, PHF 0.90 0.88 0.66 0.88 0.77 0.74 0.87 0.89 0.67 0.78 0.92 0.91
Adj. Flow (vph) 183 341 68 32 284 216 84 1213 24 253 732 244
RTOR Reduction (vph) 0 10 0 0 91 0 0 1 0 0 0 134
Lane Group Flow (vph) 183 399 0 32 409 0 84 1236 0 253 732 110
Heavy Vehicles (%) 1% 2% 2% 0% 0% 2% 0% 0% 0% 1% 0% 1%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Perm
Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 4 6 2 2
Actuated Green, G (s) 57.6 48.7 47.5 42.6 69.3 60.4 80.4 67.5 67.5
Effective Green, g (s) 57.6 48.7 47.5 42.6 69.3 60.4 80.4 67.5 67.5
Actuated g/C Ratio 0.38 0.32 0.32 0.28 0.46 0.40 0.54 0.45 0.45
Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 292 1061 307 900 330 1373 228 1539 681
v/s Ratio Prot c0.05 0.12 0.00 0.13 0.02 0.36 c0.12 0.21
v/s Ratio Perm c0.19 0.03 0.10 c0.48 0.07
v/c Ratio 0.63 0.38 0.10 0.45 0.25 0.90 1.11 0.48 0.16
Uniform Delay, d1 33.3 39.0 35.7 44.1 23.2 42.0 49.2 28.9 24.5
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.84 0.84
Incremental Delay, d2 4.2 1.0 0.2 1.7 0.4 9.7 89.5 1.0 0.5
Delay (s) 37.4 40.0 35.8 45.8 23.6 51.7 138.4 25.3 21.0
Level of Service D D D D C D F C C
Approach Delay (s) 39.2 45.2 49.9 47.8
Approach LOS D D D D
Intersection Summary
HCM 2000 Control Delay 46.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 20.0
Intersection Capacity Utilization 81.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed6: Ridge Rd & Best Buy/HH Gregg Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 3 0 3 4 0 77 3 1504 48 52 1064 17
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 1530 1710 1515 1710 4840 1710 3386 1530
Flt Permitted 0.95 1.00 0.95 1.00 0.21 1.00 0.12 1.00 1.00
Satd. Flow (perm) 1710 1530 1710 1515 372 4840 218 3386 1530
Peak-hour factor, PHF 0.75 0.92 0.38 0.50 0.92 0.84 0.38 0.92 0.75 0.93 0.86 0.42
Adj. Flow (vph) 4 0 8 8 0 92 8 1635 64 56 1237 40
RTOR Reduction (vph) 0 0 8 0 0 87 0 1 0 0 0 8
Lane Group Flow (vph) 4 0 0 8 0 5 8 1698 0 56 1237 32
Heavy Vehicles (%) 0% 2% 0% 0% 2% 1% 0% 1% 0% 0% 1% 0%
Turn Type Perm Perm Perm Perm pm+pt NA pm+pt NA Perm
Protected Phases 1 2 1 2
Permitted Phases 4 4 4 4 2 2 2
Actuated Green, G (s) 8.1 8.1 8.1 8.1 127.3 121.7 127.3 121.7 121.7
Effective Green, g (s) 8.1 8.1 8.1 8.1 127.3 121.7 127.3 121.7 121.7
Actuated g/C Ratio 0.05 0.05 0.05 0.05 0.85 0.81 0.85 0.81 0.81
Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 92 82 92 81 365 3926 240 2747 1241
v/s Ratio Prot 0.00 0.35 c0.01 c0.37
v/s Ratio Perm 0.00 0.00 c0.00 0.00 0.02 0.19 0.02
v/c Ratio 0.04 0.01 0.09 0.06 0.02 0.43 0.23 0.45 0.03
Uniform Delay, d1 67.3 67.1 67.4 67.3 2.1 4.1 2.2 4.2 2.7
Progression Factor 1.00 1.00 1.00 1.00 0.98 0.67 1.00 1.00 1.00
Incremental Delay, d2 0.2 0.0 0.4 0.3 0.0 0.2 0.5 0.5 0.0
Delay (s) 67.5 67.2 67.8 67.7 2.1 3.0 2.7 4.7 2.8
Level of Service E E E E A A A A A
Approach Delay (s) 67.3 67.7 3.0 4.6
Approach LOS E E A A
Intersection Summary
HCM 2000 Control Delay 5.9 HCM 2000 Level of Service A
HCM 2000 Volume to Capacity ratio 0.42
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 14.6
Intersection Capacity Utilization 53.1% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed9: Ridge Rd & I480 EB Ramp Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 245 0 377 0 0 0 0 854 742 317 749 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 5.0 6.0
Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2666 4865 1515 3221 3386
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2666 4865 1515 3221 3386
Peak-hour factor, PHF 0.89 0.92 0.88 0.92 0.92 0.92 0.92 0.89 0.74 0.93 0.83 0.92
Adj. Flow (vph) 275 0 428 0 0 0 0 960 1003 341 902 0
RTOR Reduction (vph) 0 0 244 0 0 0 0 0 325 0 0 0
Lane Group Flow (vph) 275 0 184 0 0 0 0 960 678 341 902 0
Heavy Vehicles (%) 0% 2% 1% 2% 2% 2% 2% 1% 1% 3% 1% 0%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 3 2 3
Permitted Phases 4 4 2
Actuated Green, G (s) 14.0 14.0 56.0 56.0 13.0 75.0
Effective Green, g (s) 14.0 14.0 56.0 56.0 13.0 75.0
Actuated g/C Ratio 0.14 0.14 0.56 0.56 0.13 0.75
Clearance Time (s) 6.0 6.0 6.0 6.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 464 373 2724 848 418 2539
v/s Ratio Prot 0.20 c0.11 0.27
v/s Ratio Perm c0.08 0.07 c0.45
v/c Ratio 0.59 0.49 0.35 0.80 0.82 0.36
Uniform Delay, d1 40.3 39.7 12.1 17.5 42.3 4.3
Progression Factor 1.00 1.00 1.00 1.00 1.27 2.58
Incremental Delay, d2 2.0 1.0 0.4 7.8 9.5 0.1
Delay (s) 42.4 40.7 12.4 25.3 63.3 11.1
Level of Service D D B C E B
Approach Delay (s) 41.4 0.0 19.0 25.4
Approach LOS D A B C
Intersection Summary
HCM 2000 Control Delay 25.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.77
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 79.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed12: Ridge Rd & I480 WB Ramp Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 0 0 0 460 0 311 457 635 0 0 666 341
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 5.0 5.5 5.5
Lane Util. Factor 0.97 1.00 0.97 0.95 0.91
Frt 1.00 0.85 1.00 1.00 0.95
Flt Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 1515 3317 3386 4625
Flt Permitted 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 1515 3317 3386 4625
Peak-hour factor, PHF 0.92 0.92 0.92 0.90 0.92 0.85 0.86 0.86 0.92 0.92 0.88 0.83
Adj. Flow (vph) 0 0 0 511 0 366 531 738 0 0 757 411
RTOR Reduction (vph) 0 0 0 0 0 168 0 0 0 0 86 0
Lane Group Flow (vph) 0 0 0 511 0 198 531 738 0 0 1082 0
Heavy Vehicles (%) 2% 2% 2% 0% 2% 1% 0% 1% 2% 2% 1% 0%
Turn Type Perm Perm Prot NA NA
Protected Phases 3 2 3 2
Permitted Phases 4 4
Actuated Green, G (s) 21.8 21.8 22.1 67.2 39.6
Effective Green, g (s) 21.8 21.8 22.1 67.2 39.6
Actuated g/C Ratio 0.22 0.22 0.22 0.67 0.40
Clearance Time (s) 6.0 6.0 5.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 723 330 733 2275 1831
v/s Ratio Prot c0.16 0.22 c0.23
v/s Ratio Perm c0.15 0.13
v/c Ratio 0.71 0.60 0.72 0.32 0.59
Uniform Delay, d1 36.1 35.2 36.1 6.9 23.8
Progression Factor 1.00 1.00 0.65 0.39 0.69
Incremental Delay, d2 3.2 2.9 3.4 0.1 1.4
Delay (s) 39.3 38.1 27.0 2.8 17.9
Level of Service D D C A B
Approach Delay (s) 0.0 38.8 12.9 17.9
Approach LOS A D B B
Intersection Summary
HCM 2000 Control Delay 21.5 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.66
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 79.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed15: Ridge Rd & Northcliff Ave Timing Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 53 0 127 0 0 0 224 698 12 12 840 40
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95
Frt 1.00 0.86 0.85 1.00 1.00 1.00 0.99
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1593 1404 1454 1693 3374 1710 3352
Flt Permitted 0.95 1.00 1.00 0.25 1.00 0.34 1.00
Satd. Flow (perm) 1593 1404 1454 452 3374 621 3352
Peak-hour factor, PHF 0.83 0.25 0.88 0.92 0.92 0.92 0.86 0.88 0.60 0.43 0.99 0.62
Adj. Flow (vph) 64 0 144 0 0 0 260 793 20 28 848 65
RTOR Reduction (vph) 0 69 61 0 0 0 0 1 0 0 4 0
Lane Group Flow (vph) 58 6 14 0 0 0 260 812 0 28 909 0
Heavy Vehicles (%) 2% 0% 0% 2% 2% 2% 1% 1% 0% 0% 1% 0%
Turn Type Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 4 5 5 2 1 6
Permitted Phases 4 4 2 6
Actuated Green, G (s) 7.9 7.9 18.1 80.1 69.9 68.1 63.9
Effective Green, g (s) 7.9 7.9 18.1 80.1 69.9 68.1 63.9
Actuated g/C Ratio 0.08 0.08 0.18 0.80 0.70 0.68 0.64
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 125 110 350 488 2358 468 2141
v/s Ratio Prot 0.00 c0.05 0.24 0.00 0.27
v/s Ratio Perm c0.04 0.00 0.01 c0.37 0.04
v/c Ratio 0.46 0.05 0.04 0.53 0.34 0.06 0.42
Uniform Delay, d1 44.0 42.6 33.8 4.0 6.0 5.2 8.9
Progression Factor 1.00 1.00 1.00 2.38 0.62 1.00 1.00
Incremental Delay, d2 2.7 0.2 0.0 1.0 0.4 0.1 0.6
Delay (s) 46.7 42.8 33.8 10.5 4.1 5.2 9.6
Level of Service D D C B A A A
Approach Delay (s) 40.7 0.0 5.6 9.4
Approach LOS D A A A
Intersection Summary
HCM 2000 Control Delay 10.5 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.55
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 59.8% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
Arterial Level of Service ProposedTiming Plan: AM
Synchro 9 Report
TEC Engineering, Inc. Page 6
Arterial Level of Service: NB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Brookpark Rd III 35 56.6 48.8 105.4 0.47 16.1 D
HH Gregg III 35 10.6 3.0 13.6 0.08 20.8 C
I480 EB Ramp III 35 15.9 13.0 28.9 0.12 14.7 D
I480 WB Ramp III 35 10.9 3.4 14.3 0.08 20.3 C
Northcliff Ave III 35 20.8 4.3 25.1 0.16 23.3 C
Total III 114.8 72.5 187.3 0.91 17.5 D
Arterial Level of Service: SB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Northcliff Ave IV 35 19.9 10.3 30.2 0.12 14.4 C
I480 WB Ramp IV 35 22.8 16.7 39.5 0.16 14.8 C
I480 EB Ramp IV 35 13.3 13.3 26.6 0.08 10.9 D
Best Buy IV 35 19.4 4.9 24.3 0.12 17.4 C
Brookpark Rd IV 35 12.9 24.7 37.6 0.08 7.5 E
Total IV 88.3 69.9 158.2 0.56 12.7 D
HCM Signalized Intersection Capacity Analysis Existing3: Ridge Rd & Brookpark Rd Timing Plan: Midday
Synchro 9 Report
TEC Engineering, Inc. Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 272 361 105 52 302 174 109 763 39 182 732 249
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.96 1.00 0.95 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1693 3206 1710 3223 1676 3358 1693 3386 1471
Flt Permitted 0.20 1.00 0.47 1.00 0.25 1.00 0.15 1.00 1.00
Satd. Flow (perm) 348 3206 840 3223 448 3358 269 3386 1471
Peak-hour factor, PHF 0.93 0.95 0.85 0.72 0.87 0.97 0.91 0.91 0.75 0.86 0.96 0.89
Adj. Flow (vph) 292 380 124 72 347 179 120 838 52 212 762 280
RTOR Reduction (vph) 0 23 0 0 54 0 0 4 0 0 0 172
Lane Group Flow (vph) 292 481 0 72 472 0 120 886 0 212 762 108
Heavy Vehicles (%) 1% 3% 2% 0% 0% 2% 2% 1% 0% 1% 1% 4%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Perm
Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 4 6 2 2
Actuated Green, G (s) 47.6 35.1 31.8 24.3 53.7 43.5 59.3 46.3 46.3
Effective Green, g (s) 47.6 35.1 31.8 24.3 53.7 43.5 59.3 46.3 46.3
Actuated g/C Ratio 0.40 0.29 0.27 0.20 0.45 0.36 0.49 0.39 0.39
Clearance Time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 343 937 276 652 304 1217 287 1306 567
v/s Ratio Prot c0.13 0.15 0.02 0.15 0.03 0.26 c0.08 0.23
v/s Ratio Perm c0.21 0.05 0.14 c0.28 0.07
v/c Ratio 0.85 0.51 0.26 0.72 0.39 0.73 0.74 0.58 0.19
Uniform Delay, d1 28.2 35.3 33.8 44.7 20.6 33.1 21.5 29.2 24.4
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.61 1.84
Incremental Delay, d2 18.0 2.0 0.5 6.8 0.8 3.8 13.5 1.6 0.6
Delay (s) 46.2 37.3 34.3 51.6 21.4 37.0 34.6 19.4 45.6
Level of Service D D C D C D C B D
Approach Delay (s) 40.6 49.5 35.1 27.8
Approach LOS D D D C
Intersection Summary
HCM 2000 Control Delay 36.2 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 20.9
Intersection Capacity Utilization 86.7% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing6: Ridge Rd & Best Buy/HH Gregg Timing Plan: Midday
Synchro 9 Report
TEC Engineering, Inc. Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 76 5 46 34 7 119 9 1142 58 87 1127 115
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.2 5.2 5.0 5.2 5.6 5.6 5.6 5.6 5.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1720 1530 1732 1530 1710 4825 1710 3386 1530
Flt Permitted 0.70 1.00 0.66 1.00 0.17 1.00 0.18 1.00 1.00
Satd. Flow (perm) 1260 1530 1180 1530 306 4825 323 3386 1530
Peak-hour factor, PHF 0.70 0.62 0.82 0.77 0.58 0.74 0.45 0.95 0.76 0.68 0.91 0.82
Adj. Flow (vph) 109 8 56 44 12 161 20 1202 76 128 1238 140
RTOR Reduction (vph) 0 0 48 0 0 138 0 3 0 0 0 51
Lane Group Flow (vph) 0 117 8 0 56 23 20 1275 0 128 1238 89
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0%
Turn Type Perm NA Perm D.Pm NA custom pm+pt NA pm+pt NA Perm
Protected Phases 4 8 1 2 1 2
Permitted Phases 4 4 4 4 2 2 2
Actuated Green, G (s) 16.8 16.8 17.0 16.8 86.8 76.6 86.8 76.6 76.6
Effective Green, g (s) 16.8 16.8 17.0 16.8 86.8 76.6 86.8 76.6 76.6
Actuated g/C Ratio 0.14 0.14 0.14 0.14 0.72 0.64 0.72 0.64 0.64
Clearance Time (s) 5.2 5.2 5.0 5.2 5.6 5.6 5.6 5.6 5.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 176 214 167 214 340 3079 351 2161 976
v/s Ratio Prot 0.00 0.26 c0.03 c0.37
v/s Ratio Perm c0.09 0.01 0.05 0.01 0.04 0.23 0.06
v/c Ratio 0.66 0.04 0.34 0.11 0.06 0.41 0.36 0.57 0.09
Uniform Delay, d1 48.9 44.6 46.4 45.0 6.2 10.7 5.6 12.4 8.3
Progression Factor 1.00 1.00 1.00 1.00 1.01 0.83 1.00 1.00 1.00
Incremental Delay, d2 9.1 0.1 1.2 0.2 0.0 0.3 0.6 1.1 0.2
Delay (s) 58.0 44.7 47.6 45.3 6.3 9.1 6.2 13.5 8.5
Level of Service E D D D A A A B A
Approach Delay (s) 53.7 45.9 9.1 12.4
Approach LOS D D A B
Intersection Summary
HCM 2000 Control Delay 15.6 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.57
Actuated Cycle Length (s) 120.0 Sum of lost time (s) 16.4
Intersection Capacity Utilization 62.1% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing9: Ridge Rd & I480 EB Ramp Timing Plan: Midday
Synchro 9 Report
TEC Engineering, Inc. Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 250 0 250 0 0 0 0 827 508 331 1016 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3285 2693 4865 1530 3252 3386
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3285 2693 4865 1530 3252 3386
Peak-hour factor, PHF 0.86 0.25 0.92 0.92 0.92 0.92 0.92 0.95 0.96 0.96 0.95 0.92
Adj. Flow (vph) 291 0 272 0 0 0 0 871 529 345 1069 0
RTOR Reduction (vph) 0 0 236 0 0 0 0 0 235 0 0 0
Lane Group Flow (vph) 291 0 36 0 0 0 0 871 294 345 1069 0
Heavy Vehicles (%) 1% 0% 0% 2% 2% 2% 0% 1% 0% 2% 1% 0%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 3 2 3
Permitted Phases 4 4 2
Actuated Green, G (s) 15.3 15.3 63.9 63.9 17.8 87.7
Effective Green, g (s) 15.3 15.3 63.9 63.9 17.8 87.7
Actuated g/C Ratio 0.13 0.13 0.56 0.56 0.15 0.76
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 437 358 2703 850 503 2582
v/s Ratio Prot 0.18 c0.11 c0.32
v/s Ratio Perm c0.09 0.01 0.19
v/c Ratio 0.67 0.10 0.32 0.35 0.69 0.41
Uniform Delay, d1 47.4 43.8 13.8 14.1 46.0 4.7
Progression Factor 1.00 1.00 1.00 1.00 0.87 2.19
Incremental Delay, d2 3.8 0.1 0.3 1.1 3.0 0.1
Delay (s) 51.2 43.9 14.1 15.2 43.1 10.5
Level of Service D D B B D B
Approach Delay (s) 47.7 0.0 14.5 18.4
Approach LOS D A B B
Intersection Summary
HCM 2000 Control Delay 21.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 66.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing12: Ridge Rd & I480 WB Ramp Timing Plan: Midday
Synchro 9 Report
TEC Engineering, Inc. Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 0 0 0 486 0 378 302 810 0 0 856 331
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.5 6.5 6.5 5.5 5.5
Lane Util. Factor 0.97 1.00 0.97 0.95 0.91
Frt 1.00 0.85 1.00 1.00 0.95
Flt Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3252 1500 3252 3420 4631
Flt Permitted 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3252 1500 3252 3420 4631
Peak-hour factor, PHF 0.92 0.92 0.92 0.90 0.92 0.94 0.87 0.90 0.92 0.92 0.96 0.86
Adj. Flow (vph) 0 0 0 540 0 402 347 900 0 0 892 385
RTOR Reduction (vph) 0 0 0 0 0 95 0 0 0 0 58 0
Lane Group Flow (vph) 0 0 0 540 0 307 347 900 0 0 1219 0
Heavy Vehicles (%) 2% 2% 2% 2% 0% 2% 2% 0% 0% 2% 1% 2%
Turn Type Perm Perm Prot NA NA
Protected Phases 3 2 3 2
Permitted Phases 4 4
Actuated Green, G (s) 29.4 29.4 18.2 72.6 48.9
Effective Green, g (s) 29.4 29.4 18.2 72.6 48.9
Actuated g/C Ratio 0.26 0.26 0.16 0.63 0.43
Clearance Time (s) 6.5 6.5 6.5 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 831 383 514 2159 1969
v/s Ratio Prot c0.11 0.26 c0.26
v/s Ratio Perm 0.17 c0.20
v/c Ratio 0.65 0.80 0.68 0.42 0.62
Uniform Delay, d1 38.2 40.1 45.6 10.6 25.8
Progression Factor 1.00 1.00 0.83 0.90 0.72
Incremental Delay, d2 1.8 11.5 3.4 0.1 1.3
Delay (s) 40.0 51.6 41.1 9.7 19.9
Level of Service D D D A B
Approach Delay (s) 0.0 44.9 18.5 19.9
Approach LOS A D B B
Intersection Summary
HCM 2000 Control Delay 26.2 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 18.5
Intersection Capacity Utilization 66.5% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing15: Ridge Rd & Northcliff Ave Timing Plan: Midday
Synchro 9 Report
TEC Engineering, Inc. Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 141 1 288 0 0 0 460 692 14 9 747 113
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0
Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95
Frt 1.00 0.87 0.85 1.00 1.00 1.00 0.98
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1608 1400 1439 1710 3372 1710 3310
Flt Permitted 0.95 1.00 1.00 0.19 1.00 0.35 1.00
Satd. Flow (perm) 1608 1400 1439 334 3372 633 3310
Peak-hour factor, PHF 0.88 0.25 0.88 0.92 0.92 0.92 0.90 0.90 0.58 0.56 0.96 0.88
Adj. Flow (vph) 160 4 327 0 0 0 511 769 24 16 778 128
RTOR Reduction (vph) 0 133 19 0 0 0 0 1 0 0 9 0
Lane Group Flow (vph) 144 41 154 0 0 0 511 792 0 16 897 0
Heavy Vehicles (%) 1% 0% 1% 2% 2% 2% 0% 1% 0% 0% 1% 2%
Turn Type Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 4 5 5 2 1 6
Permitted Phases 4 4 2 6
Actuated Green, G (s) 15.9 15.9 46.7 87.6 78.8 53.1 50.3
Effective Green, g (s) 15.9 15.9 46.7 87.6 78.8 53.1 50.3
Actuated g/C Ratio 0.14 0.14 0.41 0.76 0.69 0.46 0.44
Clearance Time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 222 193 659 622 2310 318 1447
v/s Ratio Prot 0.06 c0.22 0.23 0.00 0.27
v/s Ratio Perm c0.09 0.03 0.04 c0.41 0.02
v/c Ratio 0.65 0.21 0.23 0.82 0.34 0.05 0.62
Uniform Delay, d1 46.9 44.0 22.4 20.7 7.4 17.1 25.0
Progression Factor 1.00 1.00 1.00 1.62 0.63 1.00 1.00
Incremental Delay, d2 6.4 0.6 0.2 7.7 0.4 0.1 2.0
Delay (s) 53.3 44.6 22.6 41.1 5.0 17.2 27.0
Level of Service D D C D A B C
Approach Delay (s) 39.4 0.0 19.2 26.8
Approach LOS D A B C
Intersection Summary
HCM 2000 Control Delay 25.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 75.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Arterial Level of Service ExistingTiming Plan: Midday
Synchro 9 Report
TEC Engineering, Inc. Page 6
Arterial Level of Service: NB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Brookpark Rd III 35 63.0 36.0 99.0 0.61 22.3 C
HH Gregg III 35 10.6 10.1 20.7 0.08 13.6 E
I480 EB Ramp III 35 15.9 14.7 30.6 0.12 13.8 E
I480 WB Ramp III 35 10.9 10.8 21.7 0.08 13.4 E
Northcliff Ave III 35 20.8 5.0 25.8 0.16 22.7 C
Total III 121.2 76.6 197.8 1.05 19.2 C
Arterial Level of Service: SB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Northcliff Ave IV 35 19.9 28.1 48.0 0.12 9.0 D
I480 WB Ramp IV 35 22.8 19.6 42.4 0.16 13.8 C
I480 EB Ramp IV 35 13.3 11.5 24.8 0.08 11.7 D
Best Buy IV 35 19.4 15.2 34.6 0.12 12.2 D
Brookpark Rd IV 35 12.9 19.2 32.1 0.08 8.8 E
Total IV 88.3 93.6 181.9 0.56 11.1 D
HCM Signalized Intersection Capacity Analysis Proposed3: Ridge Rd & Brookpark Rd Timing Plan: Mid
Synchro 9 Report
TEC Engineering, Inc. Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 272 361 105 52 302 174 109 763 39 182 732 249
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.96 1.00 0.95 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1693 3206 1710 3223 1676 3358 1693 3386 1471
Flt Permitted 0.28 1.00 0.42 1.00 0.28 1.00 0.15 1.00 1.00
Satd. Flow (perm) 492 3206 760 3223 487 3358 275 3386 1471
Peak-hour factor, PHF 0.93 0.95 0.85 0.72 0.87 0.97 0.91 0.91 0.75 0.86 0.96 0.89
Adj. Flow (vph) 292 380 124 72 347 179 120 838 52 212 762 280
RTOR Reduction (vph) 0 20 0 0 44 0 0 3 0 0 0 164
Lane Group Flow (vph) 292 484 0 72 482 0 120 887 0 212 762 116
Heavy Vehicles (%) 1% 3% 2% 0% 0% 2% 2% 1% 0% 1% 1% 4%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Perm
Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 4 6 2 2
Actuated Green, G (s) 62.0 48.6 50.4 41.0 66.1 56.0 76.0 61.9 61.9
Effective Green, g (s) 62.0 48.6 50.4 41.0 66.1 56.0 76.0 61.9 61.9
Actuated g/C Ratio 0.41 0.32 0.34 0.27 0.44 0.37 0.51 0.41 0.41
Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 339 1038 314 880 294 1253 290 1397 607
v/s Ratio Prot c0.10 0.15 0.01 0.15 0.03 0.26 c0.08 0.23
v/s Ratio Perm c0.26 0.06 0.15 c0.29 0.08
v/c Ratio 0.86 0.47 0.23 0.55 0.41 0.71 0.73 0.55 0.19
Uniform Delay, d1 34.1 40.4 34.6 46.6 26.0 40.0 26.0 33.4 28.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.64 0.79 2.74
Incremental Delay, d2 19.5 1.5 0.4 2.5 0.9 3.4 13.5 1.4 0.6
Delay (s) 53.6 41.9 35.0 49.0 26.9 43.4 30.1 27.7 77.5
Level of Service D D C D C D C C E
Approach Delay (s) 46.2 47.3 41.5 39.2
Approach LOS D D D D
Intersection Summary
HCM 2000 Control Delay 42.7 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.82
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 20.0
Intersection Capacity Utilization 81.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed6: Ridge Rd & Best Buy/HH Gregg Timing Plan: Mid
Synchro 9 Report
TEC Engineering, Inc. Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 76 5 46 34 7 119 9 1142 58 87 1127 115
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1720 1530 1732 1530 1710 4825 1710 3386 1530
Flt Permitted 0.70 1.00 0.57 1.00 0.19 1.00 0.19 1.00 1.00
Satd. Flow (perm) 1260 1530 1027 1530 338 4825 338 3386 1530
Peak-hour factor, PHF 0.70 0.62 0.82 0.77 0.58 0.74 0.45 0.95 0.76 0.68 0.91 0.82
Adj. Flow (vph) 109 8 56 44 12 161 20 1202 76 128 1238 140
RTOR Reduction (vph) 0 0 49 0 0 140 0 3 0 0 0 39
Lane Group Flow (vph) 0 117 7 0 56 21 20 1275 0 128 1238 101
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0%
Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm
Protected Phases 4 4 1 2 1 2
Permitted Phases 4 4 4 4 2 2 2
Actuated Green, G (s) 19.2 19.2 19.2 19.2 116.2 108.1 116.2 108.1 108.1
Effective Green, g (s) 19.2 19.2 19.2 19.2 116.2 108.1 116.2 108.1 108.1
Actuated g/C Ratio 0.13 0.13 0.13 0.13 0.77 0.72 0.77 0.72 0.72
Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 161 195 131 195 335 3477 335 2440 1102
v/s Ratio Prot 0.00 0.26 c0.02 c0.37
v/s Ratio Perm c0.09 0.00 0.05 0.01 0.04 0.27 0.07
v/c Ratio 0.73 0.04 0.43 0.11 0.06 0.37 0.38 0.51 0.09
Uniform Delay, d1 62.9 57.3 60.3 57.8 5.0 8.0 4.5 9.2 6.3
Progression Factor 1.00 1.00 1.00 1.00 0.66 0.71 1.00 1.00 1.00
Incremental Delay, d2 15.0 0.1 2.2 0.2 0.1 0.2 0.7 0.8 0.2
Delay (s) 77.9 57.4 62.6 58.1 3.3 5.9 5.3 10.0 6.4
Level of Service E E E E A A A A A
Approach Delay (s) 71.3 59.2 5.8 9.3
Approach LOS E E A A
Intersection Summary
HCM 2000 Control Delay 14.6 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.53
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 14.6
Intersection Capacity Utilization 62.3% ICU Level of Service B
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed9: Ridge Rd & I480 EB Ramp Timing Plan: Mid
Synchro 9 Report
TEC Engineering, Inc. Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 250 0 250 0 0 0 0 827 508 331 1016 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 5.0 6.0
Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3285 2693 4865 1530 3252 3386
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3285 2693 4865 1530 3252 3386
Peak-hour factor, PHF 0.86 0.25 0.92 0.92 0.92 0.92 0.92 0.95 0.96 0.96 0.95 0.92
Adj. Flow (vph) 291 0 272 0 0 0 0 871 529 345 1069 0
RTOR Reduction (vph) 0 0 168 0 0 0 0 0 253 0 0 0
Lane Group Flow (vph) 291 0 104 0 0 0 0 871 276 345 1069 0
Heavy Vehicles (%) 1% 0% 0% 2% 2% 2% 0% 1% 0% 2% 1% 0%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 3 2 3
Permitted Phases 4 4 2
Actuated Green, G (s) 14.3 14.3 52.1 52.1 16.6 74.7
Effective Green, g (s) 14.3 14.3 52.1 52.1 16.6 74.7
Actuated g/C Ratio 0.14 0.14 0.52 0.52 0.17 0.75
Clearance Time (s) 6.0 6.0 6.0 6.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 469 385 2534 797 539 2529
v/s Ratio Prot 0.18 c0.11 c0.32
v/s Ratio Perm c0.09 0.04 0.18
v/c Ratio 0.62 0.27 0.34 0.35 0.64 0.42
Uniform Delay, d1 40.3 38.2 14.0 14.0 38.9 4.7
Progression Factor 1.00 1.00 1.00 1.00 1.21 1.46
Incremental Delay, d2 2.5 0.4 0.4 1.2 2.0 0.1
Delay (s) 42.8 38.6 14.3 15.2 49.2 6.9
Level of Service D D B B D A
Approach Delay (s) 40.8 0.0 14.7 17.2
Approach LOS D A B B
Intersection Summary
HCM 2000 Control Delay 20.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.52
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 64.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed12: Ridge Rd & I480 WB Ramp Timing Plan: Mid
Synchro 9 Report
TEC Engineering, Inc. Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 0 0 0 486 0 378 302 810 0 0 856 331
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 5.0 5.5 5.5
Lane Util. Factor 0.97 1.00 0.97 0.95 0.91
Frt 1.00 0.85 1.00 1.00 0.95
Flt Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3252 1500 3252 3420 4631
Flt Permitted 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3252 1500 3252 3420 4631
Peak-hour factor, PHF 0.92 0.92 0.92 0.90 0.92 0.94 0.87 0.90 0.92 0.92 0.96 0.86
Adj. Flow (vph) 0 0 0 540 0 402 347 900 0 0 892 385
RTOR Reduction (vph) 0 0 0 0 0 91 0 0 0 0 68 0
Lane Group Flow (vph) 0 0 0 540 0 311 347 900 0 0 1209 0
Heavy Vehicles (%) 2% 2% 2% 2% 0% 2% 2% 0% 0% 2% 1% 2%
Turn Type Perm Perm Prot NA NA
Protected Phases 3 2 3 2
Permitted Phases 4 4
Actuated Green, G (s) 26.0 26.0 14.9 63.0 42.6
Effective Green, g (s) 26.0 26.0 14.9 63.0 42.6
Actuated g/C Ratio 0.26 0.26 0.15 0.63 0.43
Clearance Time (s) 6.0 6.0 5.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 845 390 484 2154 1972
v/s Ratio Prot c0.11 0.26 c0.26
v/s Ratio Perm 0.17 c0.21
v/c Ratio 0.64 0.80 0.72 0.42 0.61
Uniform Delay, d1 32.8 34.5 40.5 9.3 22.3
Progression Factor 1.00 1.00 0.66 0.37 0.67
Incremental Delay, d2 1.6 10.8 4.9 0.1 1.3
Delay (s) 34.4 45.4 31.7 3.6 16.3
Level of Service C D C A B
Approach Delay (s) 0.0 39.1 11.4 16.3
Approach LOS A D B B
Intersection Summary
HCM 2000 Control Delay 20.7 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.69
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 64.9% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed15: Ridge Rd & Northcliff Ave Timing Plan: Mid
Synchro 9 Report
TEC Engineering, Inc. Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 141 1 288 0 0 0 460 692 14 9 747 113
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95
Frt 1.00 0.87 0.85 1.00 1.00 1.00 0.98
Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1608 1400 1439 1710 3372 1710 3310
Flt Permitted 0.95 1.00 1.00 0.19 1.00 0.35 1.00
Satd. Flow (perm) 1608 1400 1439 343 3372 633 3310
Peak-hour factor, PHF 0.88 0.25 0.88 0.92 0.92 0.92 0.90 0.90 0.58 0.56 0.96 0.88
Adj. Flow (vph) 160 4 327 0 0 0 511 769 24 16 778 128
RTOR Reduction (vph) 0 132 23 0 0 0 0 1 0 0 11 0
Lane Group Flow (vph) 144 42 150 0 0 0 511 792 0 16 895 0
Heavy Vehicles (%) 1% 0% 1% 2% 2% 2% 0% 1% 0% 0% 1% 2%
Turn Type Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 4 5 5 2 1 6
Permitted Phases 4 4 2 6
Actuated Green, G (s) 14.4 14.4 37.4 73.6 64.8 47.4 44.6
Effective Green, g (s) 14.4 14.4 37.4 73.6 64.8 47.4 44.6
Actuated g/C Ratio 0.14 0.14 0.37 0.74 0.65 0.47 0.45
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 231 201 624 566 2185 330 1476
v/s Ratio Prot 0.06 c0.21 0.23 0.00 0.27
v/s Ratio Perm c0.09 0.03 0.05 c0.46 0.02
v/c Ratio 0.62 0.21 0.24 0.90 0.36 0.05 0.61
Uniform Delay, d1 40.2 37.8 21.5 19.4 8.1 14.0 21.0
Progression Factor 1.00 1.00 1.00 1.36 1.19 1.00 1.00
Incremental Delay, d2 5.2 0.5 0.2 16.0 0.4 0.1 1.9
Delay (s) 45.4 38.3 21.7 42.4 10.0 14.0 22.9
Level of Service D D C D B B C
Approach Delay (s) 34.5 0.0 22.7 22.7
Approach LOS C A C C
Intersection Summary
HCM 2000 Control Delay 24.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.89
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 74.8% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Arterial Level of Service ProposedTiming Plan: Mid
Synchro 9 Report
TEC Engineering, Inc. Page 6
Arterial Level of Service: NB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Brookpark Rd III 35 62.9 43.6 106.5 0.61 20.7 C
HH Gregg III 35 10.6 6.3 16.9 0.08 16.7 D
I480 EB Ramp III 35 15.9 15.0 30.9 0.12 13.7 E
I480 WB Ramp III 35 10.9 4.6 15.5 0.08 18.7 C
Northcliff Ave III 35 20.8 10.2 31.0 0.16 18.9 C
Total III 121.1 79.7 200.8 1.05 18.8 C
Arterial Level of Service: SB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Northcliff Ave IV 35 19.9 23.7 43.6 0.12 9.9 D
I480 WB Ramp IV 35 22.8 15.8 38.6 0.16 15.2 C
I480 EB Ramp IV 35 13.3 8.4 21.7 0.08 13.4 C
Best Buy IV 35 19.4 10.9 30.3 0.12 14.0 C
Brookpark Rd IV 35 12.9 28.1 41.0 0.08 6.9 F
Total IV 88.3 86.9 175.2 0.56 11.5 D
HCM Signalized Intersection Capacity Analysis Existing3: Ridge Rd & Brookpark Rd Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 260 393 150 75 347 171 84 975 22 157 1190 267
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.96 1.00 0.95 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3278 1710 3235 1710 3403 1710 3420 1515
Flt Permitted 0.12 1.00 0.27 1.00 0.09 1.00 0.07 1.00 1.00
Satd. Flow (perm) 222 3278 481 3235 163 3403 126 3420 1515
Peak-hour factor, PHF 0.89 0.82 0.89 0.82 0.93 0.89 0.84 0.91 0.61 0.87 0.91 0.91
Adj. Flow (vph) 292 479 169 91 373 192 100 1071 36 180 1308 293
RTOR Reduction (vph) 0 22 0 0 44 0 0 2 0 0 0 97
Lane Group Flow (vph) 292 626 0 91 521 0 100 1105 0 180 1308 196
Heavy Vehicles (%) 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 1%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Perm
Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 4 6 2 2
Actuated Green, G (s) 54.4 38.5 38.3 27.4 66.9 56.2 84.7 69.0 69.0
Effective Green, g (s) 54.4 38.5 38.3 27.4 66.9 56.2 84.7 69.0 69.0
Actuated g/C Ratio 0.36 0.26 0.26 0.18 0.45 0.37 0.56 0.46 0.46
Clearance Time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 298 841 212 590 183 1274 319 1573 696
v/s Ratio Prot c0.14 0.19 0.03 0.16 0.04 0.32 c0.09 c0.38
v/s Ratio Perm c0.21 0.08 0.20 0.23 0.13
v/c Ratio 0.98 0.74 0.43 0.88 0.55 0.87 0.56 0.83 0.28
Uniform Delay, d1 45.5 51.2 44.3 59.7 29.1 43.4 35.1 35.4 25.1
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.90 0.66 0.65
Incremental Delay, d2 46.0 5.9 1.4 17.3 3.3 8.1 5.0 3.8 0.7
Delay (s) 91.5 57.2 45.7 77.0 32.4 51.6 36.4 27.2 17.1
Level of Service F E D E C D D C B
Approach Delay (s) 67.9 72.7 50.0 26.5
Approach LOS E E D C
Intersection Summary
HCM 2000 Control Delay 47.8 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 20.9
Intersection Capacity Utilization 93.2% ICU Level of Service F
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing6: Ridge Rd & Best Buy/HH Gregg Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 104 12 30 45 2 130 5 1410 57 92 1577 81
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1722 1530 1723 1530 1710 4825 1710 3420 1530
Flt Permitted 0.68 1.00 0.43 1.00 0.09 1.00 0.13 1.00 1.00
Satd. Flow (perm) 1225 1530 781 1530 155 4825 235 3420 1530
Peak-hour factor, PHF 0.72 0.75 0.83 0.66 0.25 0.81 0.62 0.97 0.62 0.82 0.93 0.88
Adj. Flow (vph) 144 16 36 68 8 160 8 1454 92 112 1696 92
RTOR Reduction (vph) 0 0 31 0 0 136 0 4 0 0 0 29
Lane Group Flow (vph) 0 160 5 0 76 24 8 1542 0 112 1696 63
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm
Protected Phases 4 4 1 2 1 2
Permitted Phases 4 4 4 4 2 2 2
Actuated Green, G (s) 22.5 22.5 22.5 22.5 111.1 103.2 111.1 103.2 103.2
Effective Green, g (s) 22.5 22.5 22.5 22.5 111.1 103.2 111.1 103.2 103.2
Actuated g/C Ratio 0.15 0.15 0.15 0.15 0.74 0.69 0.74 0.69 0.69
Clearance Time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 183 229 117 229 196 3319 251 2352 1052
v/s Ratio Prot 0.00 0.32 c0.02 c0.50
v/s Ratio Perm c0.13 0.00 0.10 0.02 0.03 0.31 0.04
v/c Ratio 0.87 0.02 0.65 0.10 0.04 0.46 0.45 0.72 0.06
Uniform Delay, d1 62.4 54.4 60.0 55.1 10.7 10.7 6.8 14.5 7.6
Progression Factor 1.00 1.00 1.00 1.00 1.35 0.98 1.00 1.00 1.00
Incremental Delay, d2 33.9 0.0 11.8 0.2 0.0 0.2 1.3 1.9 0.1
Delay (s) 96.3 54.4 71.8 55.3 14.5 10.7 8.1 16.4 7.7
Level of Service F D E E B B A B A
Approach Delay (s) 88.6 60.6 10.7 15.5
Approach LOS F E B B
Intersection Summary
HCM 2000 Control Delay 20.0 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.73
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 16.4
Intersection Capacity Utilization 77.3% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing9: Ridge Rd & I480 EB Ramp Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 371 0 431 0 0 0 0 978 677 303 1332 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2693 4914 1515 3285 3420
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2693 4914 1515 3285 3420
Peak-hour factor, PHF 0.91 0.25 0.91 0.92 0.92 0.92 0.92 0.95 0.95 0.87 0.94 0.92
Adj. Flow (vph) 408 0 474 0 0 0 0 1029 713 348 1417 0
RTOR Reduction (vph) 0 0 121 0 0 0 0 0 279 0 0 0
Lane Group Flow (vph) 408 0 353 0 0 0 0 1029 434 348 1417 0
Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 1% 1% 0% 0%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 3 2 3
Permitted Phases 4 4 2
Actuated Green, G (s) 18.2 18.2 60.7 60.7 18.1 84.8
Effective Green, g (s) 18.2 18.2 60.7 60.7 18.1 84.8
Actuated g/C Ratio 0.16 0.16 0.53 0.53 0.16 0.74
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 524 426 2593 799 517 2521
v/s Ratio Prot 0.21 c0.11 c0.41
v/s Ratio Perm 0.12 c0.13 0.29
v/c Ratio 0.78 0.83 0.40 0.54 0.67 0.56
Uniform Delay, d1 46.5 46.9 16.2 18.0 45.7 6.8
Progression Factor 1.00 1.00 1.00 1.00 0.80 2.35
Incremental Delay, d2 7.2 12.5 0.5 2.7 2.3 0.2
Delay (s) 53.7 59.4 16.7 20.6 38.9 16.1
Level of Service D E B C D B
Approach Delay (s) 56.7 0.0 18.3 20.6
Approach LOS E A B C
Intersection Summary
HCM 2000 Control Delay 26.9 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.65
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 123.7% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing12: Ridge Rd & I480 WB Ramp Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 0 0 0 851 0 521 494 907 0 0 818 282
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.5 6.5 6.5 5.5 5.5
Lane Util. Factor 0.97 1.00 0.97 0.95 0.91
Frt 1.00 0.85 1.00 1.00 0.96
Flt Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 1515 3285 3420 4684
Flt Permitted 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 1515 3285 3420 4684
Peak-hour factor, PHF 0.92 0.92 0.92 0.95 0.92 0.94 0.78 0.93 0.92 0.92 0.92 0.88
Adj. Flow (vph) 0 0 0 896 0 554 633 975 0 0 889 320
RTOR Reduction (vph) 0 0 0 0 0 70 0 0 0 0 56 0
Lane Group Flow (vph) 0 0 0 896 0 484 633 975 0 0 1153 0
Heavy Vehicles (%) 2% 2% 2% 0% 0% 1% 1% 0% 0% 2% 1% 0%
Turn Type Perm Perm Prot NA NA
Protected Phases 3 2 3 2
Permitted Phases 4 4
Actuated Green, G (s) 38.6 38.6 18.8 63.4 39.1
Effective Green, g (s) 38.6 38.6 18.8 63.4 39.1
Actuated g/C Ratio 0.34 0.34 0.16 0.55 0.34
Clearance Time (s) 6.5 6.5 6.5 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1113 508 537 1885 1592
v/s Ratio Prot c0.19 0.29 c0.25
v/s Ratio Perm 0.27 c0.32
v/c Ratio 0.81 0.95 1.18 0.52 0.72
Uniform Delay, d1 34.8 37.3 48.1 16.2 33.2
Progression Factor 1.00 1.00 0.83 1.14 0.73
Incremental Delay, d2 4.3 28.3 98.1 0.2 2.6
Delay (s) 39.1 65.6 137.8 18.7 26.7
Level of Service D E F B C
Approach Delay (s) 0.0 49.2 65.6 26.7
Approach LOS A D E C
Intersection Summary
HCM 2000 Control Delay 49.0 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.90
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 18.5
Intersection Capacity Utilization 123.7% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Existing15: Ridge Rd & Northcliff Ave Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 171 0 250 0 0 0 468 925 28 16 733 106
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0
Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95
Frt 1.00 0.88 0.85 1.00 0.99 1.00 0.98
Flt Protected 0.95 0.99 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1624 1427 1454 1710 3398 1710 3323
Flt Permitted 0.95 0.99 1.00 0.17 1.00 0.28 1.00
Satd. Flow (perm) 1624 1427 1454 309 3398 495 3323
Peak-hour factor, PHF 0.84 0.25 0.86 0.92 0.92 0.92 0.97 0.92 0.78 0.80 0.90 0.85
Adj. Flow (vph) 204 0 291 0 0 0 482 1005 36 20 814 125
RTOR Reduction (vph) 0 120 17 0 0 0 0 2 0 0 8 0
Lane Group Flow (vph) 171 44 143 0 0 0 482 1039 0 20 931 0
Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 4% 0% 1% 0%
Turn Type Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 4 5 5 2 1 6
Permitted Phases 4 4 2 6
Actuated Green, G (s) 17.6 17.6 47.0 85.9 77.1 52.8 50.0
Effective Green, g (s) 17.6 17.6 47.0 85.9 77.1 52.8 50.0
Actuated g/C Ratio 0.15 0.15 0.41 0.75 0.67 0.46 0.43
Clearance Time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 248 218 670 588 2278 256 1444
v/s Ratio Prot 0.05 c0.21 0.31 0.00 0.28
v/s Ratio Perm c0.11 0.03 0.04 c0.40 0.03
v/c Ratio 0.69 0.20 0.21 0.82 0.46 0.08 0.64
Uniform Delay, d1 46.1 42.6 22.0 21.8 9.0 17.5 25.5
Progression Factor 1.00 1.00 1.00 1.49 0.66 1.00 1.00
Incremental Delay, d2 7.8 0.5 0.2 6.6 0.5 0.1 2.2
Delay (s) 53.9 43.0 22.2 39.1 6.5 17.7 27.7
Level of Service D D C D A B C
Approach Delay (s) 40.0 0.0 16.8 27.5
Approach LOS D A B C
Intersection Summary
HCM 2000 Control Delay 24.1 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.83
Actuated Cycle Length (s) 115.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 75.7% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Arterial Level of Service ExistingTiming Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 6
Arterial Level of Service: NB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Brookpark Rd III 35 67.6 51.8 119.4 0.66 19.8 C
HH Gregg III 35 10.6 11.1 21.7 0.08 13.0 E
I480 EB Ramp III 35 15.9 17.0 32.9 0.12 12.9 E
I480 WB Ramp III 35 10.9 19.1 30.0 0.08 9.7 F
Northcliff Ave III 35 20.8 6.5 27.3 0.16 21.5 C
Total III 125.8 105.5 231.3 1.10 17.1 D
Arterial Level of Service: SB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Northcliff Ave IV 35 19.9 29.4 49.3 0.12 8.8 E
I480 WB Ramp IV 35 22.8 25.4 48.2 0.16 12.2 D
I480 EB Ramp IV 35 13.3 17.2 30.5 0.08 9.5 D
Best Buy IV 35 19.4 17.4 36.8 0.12 11.5 D
Brookpark Rd IV 35 12.9 27.9 40.8 0.08 6.9 F
Total IV 88.3 117.3 205.6 0.56 9.8 D
HCM Signalized Intersection Capacity Analysis Proposed3: Ridge Rd & Brookpark Rd Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 260 393 150 75 347 171 84 975 22 157 1190 267
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0
Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00
Frt 1.00 0.96 1.00 0.95 1.00 1.00 1.00 1.00 0.85
Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1710 3278 1710 3235 1710 3403 1710 3420 1515
Flt Permitted 0.25 1.00 0.27 1.00 0.07 1.00 0.10 1.00 1.00
Satd. Flow (perm) 447 3278 482 3235 118 3403 175 3420 1515
Peak-hour factor, PHF 0.89 0.82 0.89 0.82 0.93 0.89 0.84 0.91 0.61 0.87 0.91 0.91
Adj. Flow (vph) 292 479 169 91 373 192 100 1071 36 180 1308 293
RTOR Reduction (vph) 0 22 0 0 44 0 0 2 0 0 0 111
Lane Group Flow (vph) 292 626 0 91 521 0 100 1105 0 180 1308 182
Heavy Vehicles (%) 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 1%
Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Perm
Protected Phases 3 8 7 4 1 6 5 2
Permitted Phases 8 4 6 2 2
Actuated Green, G (s) 60.0 45.5 51.5 41.0 70.5 61.0 77.5 64.5 64.5
Effective Green, g (s) 60.0 45.5 51.5 41.0 70.5 61.0 77.5 64.5 64.5
Actuated g/C Ratio 0.40 0.30 0.34 0.27 0.47 0.41 0.52 0.43 0.43
Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 305 994 251 884 156 1383 223 1470 651
v/s Ratio Prot c0.10 0.19 0.03 0.16 0.04 0.32 c0.07 c0.38
v/s Ratio Perm c0.29 0.10 0.26 0.35 0.12
v/c Ratio 0.96 0.63 0.36 0.59 0.64 0.80 0.81 0.89 0.28
Uniform Delay, d1 38.5 45.0 34.9 47.2 30.7 39.1 29.2 39.5 27.7
Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.40 0.67 0.37
Incremental Delay, d2 39.7 3.0 0.9 2.9 8.7 4.9 19.3 6.2 0.8
Delay (s) 78.2 48.0 35.8 50.1 39.4 44.0 60.3 32.7 10.9
Level of Service E D D D D D E C B
Approach Delay (s) 57.4 48.1 43.6 31.9
Approach LOS E D D C
Intersection Summary
HCM 2000 Control Delay 42.5 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.95
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 20.0
Intersection Capacity Utilization 88.3% ICU Level of Service E
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed6: Ridge Rd & Best Buy/HH Gregg Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 2
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 104 12 30 45 2 130 5 1410 57 92 1577 81
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00
Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85
Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 1722 1530 1723 1530 1710 4825 1710 3420 1530
Flt Permitted 0.68 1.00 0.46 1.00 0.08 1.00 0.13 1.00 1.00
Satd. Flow (perm) 1223 1530 822 1530 151 4825 233 3420 1530
Peak-hour factor, PHF 0.72 0.75 0.83 0.66 0.25 0.81 0.62 0.97 0.62 0.82 0.93 0.88
Adj. Flow (vph) 144 16 36 68 8 160 8 1454 92 112 1696 92
RTOR Reduction (vph) 0 0 30 0 0 129 0 3 0 0 0 26
Lane Group Flow (vph) 0 160 6 0 76 31 8 1543 0 112 1696 66
Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0%
Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm
Protected Phases 4 4 1 2 1 2
Permitted Phases 4 4 4 4 2 2 2
Actuated Green, G (s) 25.1 25.1 25.1 25.1 110.3 102.0 110.3 102.0 102.0
Effective Green, g (s) 25.1 25.1 25.1 25.1 110.3 102.0 110.3 102.0 102.0
Actuated g/C Ratio 0.17 0.17 0.17 0.17 0.74 0.68 0.74 0.68 0.68
Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 204 256 137 256 197 3281 253 2325 1040
v/s Ratio Prot 0.00 0.32 c0.02 c0.50
v/s Ratio Perm c0.13 0.00 0.09 0.02 0.03 0.30 0.04
v/c Ratio 0.78 0.02 0.55 0.12 0.04 0.47 0.44 0.73 0.06
Uniform Delay, d1 59.9 52.2 57.3 53.1 11.2 11.3 7.1 15.2 8.0
Progression Factor 1.00 1.00 1.00 1.00 0.74 0.65 1.00 1.00 1.00
Incremental Delay, d2 17.7 0.0 4.8 0.2 0.0 0.3 1.2 2.1 0.1
Delay (s) 77.5 52.2 62.1 53.3 8.3 7.6 8.4 17.3 8.1
Level of Service E D E D A A A B A
Approach Delay (s) 72.9 56.1 7.6 16.3
Approach LOS E E A B
Intersection Summary
HCM 2000 Control Delay 18.1 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.72
Actuated Cycle Length (s) 150.0 Sum of lost time (s) 14.6
Intersection Capacity Utilization 77.4% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed9: Ridge Rd & I480 EB Ramp Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 3
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 371 0 431 0 0 0 0 978 677 303 1332 0
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 5.0 6.0
Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95
Frt 1.00 0.85 1.00 0.85 1.00 1.00
Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (prot) 3317 2693 4914 1515 3285 3420
Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00
Satd. Flow (perm) 3317 2693 4914 1515 3285 3420
Peak-hour factor, PHF 0.91 0.25 0.91 0.92 0.92 0.92 0.92 0.95 0.95 0.87 0.94 0.92
Adj. Flow (vph) 408 0 474 0 0 0 0 1029 713 348 1417 0
RTOR Reduction (vph) 0 0 71 0 0 0 0 0 373 0 0 0
Lane Group Flow (vph) 408 0 403 0 0 0 0 1029 340 348 1417 0
Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 1% 1% 0% 0%
Turn Type Perm Perm NA Perm Prot NA
Protected Phases 2 3 2 3
Permitted Phases 4 4 2
Actuated Green, G (s) 20.4 20.4 46.6 46.6 16.0 68.6
Effective Green, g (s) 20.4 20.4 46.6 46.6 16.0 68.6
Actuated g/C Ratio 0.20 0.20 0.47 0.47 0.16 0.69
Clearance Time (s) 6.0 6.0 6.0 6.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 676 549 2289 705 525 2346
v/s Ratio Prot 0.21 0.11 c0.41
v/s Ratio Perm 0.12 c0.15 0.22
v/c Ratio 0.60 0.73 0.45 0.48 0.66 0.60
Uniform Delay, d1 36.1 37.3 18.0 18.4 39.5 8.4
Progression Factor 1.00 1.00 1.00 1.00 0.33 0.23
Incremental Delay, d2 1.5 5.1 0.6 2.4 1.5 0.2
Delay (s) 37.7 42.3 18.7 20.8 14.5 2.2
Level of Service D D B C B A
Approach Delay (s) 40.2 0.0 19.5 4.6
Approach LOS D A B A
Intersection Summary
HCM 2000 Control Delay 17.7 HCM 2000 Level of Service B
HCM 2000 Volume to Capacity ratio 0.68
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 17.0
Intersection Capacity Utilization 123.3% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed12: Ridge Rd & I480 WB Ramp Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 0 0 0 851 0 521 494 907 0 0 818 282
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 5.0 5.5 5.5
Lane Util. Factor 0.97 1.00 0.97 0.95 0.91
Frt 1.00 0.85 1.00 1.00 0.96
Flt Protected 0.95 1.00 0.95 1.00 1.00
Satd. Flow (prot) 3317 1515 3285 3420 4684
Flt Permitted 0.95 1.00 0.95 1.00 1.00
Satd. Flow (perm) 3317 1515 3285 3420 4684
Peak-hour factor, PHF 0.92 0.92 0.92 0.95 0.92 0.94 0.78 0.93 0.92 0.92 0.92 0.88
Adj. Flow (vph) 0 0 0 896 0 554 633 975 0 0 889 320
RTOR Reduction (vph) 0 0 0 0 0 64 0 0 0 0 65 0
Lane Group Flow (vph) 0 0 0 896 0 490 633 975 0 0 1144 0
Heavy Vehicles (%) 2% 2% 2% 0% 0% 1% 1% 0% 0% 2% 1% 0%
Turn Type Perm Perm Prot NA NA
Protected Phases 3 2 3 2
Permitted Phases 4 4
Actuated Green, G (s) 34.2 34.2 21.0 54.8 28.3
Effective Green, g (s) 34.2 34.2 21.0 54.8 28.3
Actuated g/C Ratio 0.34 0.34 0.21 0.55 0.28
Clearance Time (s) 6.0 6.0 5.0 5.5
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 1134 518 689 1874 1325
v/s Ratio Prot c0.19 0.29 c0.24
v/s Ratio Perm 0.27 c0.32
v/c Ratio 0.79 0.95 0.92 0.52 0.86
Uniform Delay, d1 29.7 32.0 38.7 14.3 34.0
Progression Factor 1.00 1.00 1.36 1.26 0.76
Incremental Delay, d2 3.8 26.4 16.7 0.2 7.0
Delay (s) 33.5 58.4 69.1 18.2 32.7
Level of Service C E E B C
Approach Delay (s) 0.0 43.0 38.3 32.7
Approach LOS A D D C
Intersection Summary
HCM 2000 Control Delay 38.3 HCM 2000 Level of Service D
HCM 2000 Volume to Capacity ratio 0.91
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5
Intersection Capacity Utilization 123.3% ICU Level of Service H
Analysis Period (min) 15
c Critical Lane Group
HCM Signalized Intersection Capacity Analysis Proposed15: Ridge Rd & Northcliff Ave Timing Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Volume (vph) 171 0 250 0 0 0 468 925 28 16 733 106
Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800
Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95
Frt 1.00 0.88 0.85 1.00 0.99 1.00 0.98
Flt Protected 0.95 0.99 1.00 0.95 1.00 0.95 1.00
Satd. Flow (prot) 1624 1427 1454 1710 3398 1710 3323
Flt Permitted 0.95 0.99 1.00 0.20 1.00 0.28 1.00
Satd. Flow (perm) 1624 1427 1454 356 3398 495 3323
Peak-hour factor, PHF 0.84 0.25 0.86 0.92 0.92 0.92 0.97 0.92 0.78 0.80 0.90 0.85
Adj. Flow (vph) 204 0 291 0 0 0 482 1005 36 20 814 125
RTOR Reduction (vph) 0 138 38 0 0 0 0 2 0 0 10 0
Lane Group Flow (vph) 171 26 122 0 0 0 482 1039 0 20 929 0
Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 4% 0% 1% 0%
Turn Type Perm NA pm+ov pm+pt NA pm+pt NA
Protected Phases 4 5 5 2 1 6
Permitted Phases 4 4 2 6
Actuated Green, G (s) 16.0 16.0 33.0 72.0 63.2 51.8 49.0
Effective Green, g (s) 16.0 16.0 33.0 72.0 63.2 51.8 49.0
Actuated g/C Ratio 0.16 0.16 0.33 0.72 0.63 0.52 0.49
Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0
Lane Grp Cap (vph) 259 228 567 486 2147 290 1628
v/s Ratio Prot 0.04 c0.17 0.31 0.00 0.28
v/s Ratio Perm c0.11 0.02 0.05 c0.55 0.03
v/c Ratio 0.66 0.12 0.21 0.99 0.48 0.07 0.57
Uniform Delay, d1 39.4 35.9 24.2 19.4 9.8 11.8 18.1
Progression Factor 1.00 1.00 1.00 1.25 0.53 1.00 1.00
Incremental Delay, d2 6.2 0.2 0.2 32.7 0.6 0.1 1.5
Delay (s) 45.6 36.2 24.3 57.0 5.8 11.9 19.5
Level of Service D D C E A B B
Approach Delay (s) 35.6 0.0 22.0 19.4
Approach LOS D A C B
Intersection Summary
HCM 2000 Control Delay 23.4 HCM 2000 Level of Service C
HCM 2000 Volume to Capacity ratio 0.96
Actuated Cycle Length (s) 100.0 Sum of lost time (s) 18.0
Intersection Capacity Utilization 75.0% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Arterial Level of Service ProposedTiming Plan: PM
Synchro 9 Report
TEC Engineering, Inc. Page 6
Arterial Level of Service: NB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Brookpark Rd III 35 67.4 44.4 111.8 0.66 21.1 C
HH Gregg III 35 10.6 8.3 18.9 0.08 14.9 D
I480 EB Ramp III 35 15.9 19.5 35.4 0.12 12.0 E
I480 WB Ramp III 35 10.9 19.9 30.8 0.08 9.4 F
Northcliff Ave III 35 20.8 5.8 26.6 0.16 22.0 C
Total III 125.6 97.9 223.5 1.09 17.6 D
Arterial Level of Service: SB Ridge Rd
Arterial Flow Running Signal Travel Dist Arterial Arterial
Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS
Northcliff Ave IV 35 19.9 20.3 40.2 0.12 10.8 D
I480 WB Ramp IV 35 22.8 31.7 54.5 0.16 10.7 D
I480 EB Ramp IV 35 13.3 3.0 16.3 0.08 17.8 C
Best Buy IV 35 19.4 19.3 38.7 0.12 10.9 D
Brookpark Rd IV 35 12.9 33.3 46.2 0.08 6.1 F
Total IV 88.3 107.6 195.9 0.56 10.3 D
APPENDIX G: INSPECTION FORMS
Recommended