tillamook: us 101/or 6 alternatives...

F I N A L T E C H N I C A L M E M O R A N D U M 5

Tillamook: US 101/OR 6 Alternatives Study 2030 Future Build Alternatives Transportation Analysis

PREPARED FOR: Tony Snyder/ODOT

PREPARED BY: Andra Henriques/CH2M HILL

COPIES: Kristin Hull/CH2M HILL

DATE: Updated October 30, 2009

This draft memorandum describes the different concepts considered for the Tillamook: US 101/OR 6 Alternatives Study and the results of the traffic analysis on these concepts. It is organized by alternative and includes four alternatives (A, B, C and E) as well as some variations on those alternatives as described below. Alternative D was not carried through to this stage of analysis. It was eliminated during the early alternative screening process after being identified as not meeting the project’s goals and objectives. This is described in more detail in the technical memorandum US 101/OR 6 Alternatives Study: Alternatives Considered.

The alternatives explored in this memorandum do not include changes to the US 101 couplet along Main and Pacific avenues. Proposed changes in this section of roadway will be explored in the next phase of analysis, when a preferred alternative is identified, since the same modification would be applicable to all alternatives. These improvements will be important to addressing the problems in the corridor but will not affect the traffic analysis.

Alternatives Summary

Alternative A OR 6 (1st and 3rd streets) is converted to a two-way street with no changes to the Hoquarten Slough crossing. Third Street between Main and Pacific avenues is widened to four-lanes with two lanes in each direction. Intersection improvements are included at Main Avenue and 3rd Street and Madrona Avenue and 3rd Street.

Although this alternative provides traffic operational improvements at some critical intersections, other intersections worsen indicating that Alternative A shifts congestion patterns rather than solving them.

Alternative B1 OR 6 (1st and 3rd streets) is converted to a two-way street and Pacific Street is extended to the north with a new crossing over the Hoquarten Slough. Third Street between Main and Pacific avenues is a four-lane section with two lanes in each direction. Intersection improvements are included at Main Avenue and 3rd Street and Madrona Avenue and 3rd Street.

TILLAMOOK: US 101/OR 6 ALTERNATIVES STUDY 2030 FUTURE BUILD ALTERNATIVES TRANSPORTATION ANALYSIS

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Alternative B1 provides operational improvements at the critical intersections of 1st Street at Main and Pacific avenues; however, other intersections such as Main Avenue and 3rd Street worsen indicating that congestion patterns are shifted instead of being solved.

Alternative B2 (3-Lane) Alternative B1 with a three-lane section on 3rd Street between Main and Pacific avenues: one lane in the eastbound direction and two lanes in the westbound direction.

Alternative B2 does not include widening on 3rd Street between Main and Pacific avenues and as a result substantial queues are formed on 3rd Street. This alternative does not function well as an overall solution as it has the worst operations (highest V/C ratios) along 3rd Street.

Alternative C1 OR 6 (1st and 3rd streets) remains a one-way couplet. An additional northbound lane is added over Hoquarten Slough, providing two northbound lanes. 1st Street is widened to a four-lane westbound section between Laurel and Main avenues. Intersection improvements are included at Main Avenue and 3rd Street.

Although C1 does not fix all the traffic congestion and queuing issues, it does improve operations at many key intersections and offers more noticeable benefits than several other alternatives.

Alternative C2 (3-Lane EB) Alternative C1 with an additional eastbound lane on 3rd Street between Main and Laurel avenues.

Overall, Alternative C2 operates slightly better than Alternative C1 with visible improvements at Pacific Avenue and 3rd Street. And as a result of the improvements at Pacific Avenue and 3rd Street, the intersection of Pacific Avenue at 4th Street also shows improvement.

Alternative C3 (2EB/1WB) Alternative C1 with one westbound lane added to 3rd Street between Main and Pacific avenues.

Overall, Alternative C3 operates slightly better than Alternative C1. When compared to Alternative C1, Alternative C3 offers improvements along 1st Street at Pacific and Main avenues. Alternative C2 offers more improvement along Pacific Avenue at 3rd and 4th streets intersections.

Alternative C4 (2-Way 1st) Alternative C4 is similar to Alternative C3 but with one eastbound lane added to 1st Street between Main and Miller avenues. Also 1st Street in the westbound direction is two lanes until Laurel Avenue where it widens up to three and then peaks at four westbound lanes between Main and Pacific avenues.


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Alternative C4 shows the greatest operational improvement of any of the C alternatives. The queuing is improved at key intersections by making some queuing tradeoffs at other locations. Overall this alternative functions well.

Alternative D Alternative D was an option that would have constructed two new bridges, one east and one west of the existing structure. It was eliminated during the early alternative screening process after being identified as not meeting the project’s goals and objectives. This is described in more detail in the technical memorandum US 101/OR 6 Alternatives Study: Alternatives Considered.

Alternative E OR 6 (1st and 3rd streets) is converted to a two-way street with an additional northbound lane over the Hoquarten Slough, providing two northbound lanes. Third Street between Main and Pacific avenues is four lanes with two lanes in each direction. Intersection improvements are included at Main Avenue and 3rd Street and Madrona Avenue and 3rd Street.

Alternative E offers limited improvement compared to the no-build and does not relieve congestion as well as alternative C1 which has the same slough-crossing improvement.

Methodology The alternative transportation analysis was conducted using Synchro Version 7 and SimTraffic. Volume to capacity (V/C), delay and key vehicle queues are used to compare how each of the alternatives function. Table 1, towards the end of the memorandum, shows the V/C ratios for each alternative as well as the no-build analysis. The intersection V/C ratios for the no-build condition are measured against standards from the Oregon Highway Plan (OHP). For the build alternatives, the intersection V/C ratio standards are taken from the Highway Design Manual (HDM). In most cases, the build standard is lower than the no-build standard. In Table 1, the black highlighted, bold font cells indicate the intersection does not meet mobility standards. The gray highlighted, italicized font cells indicate the intersection does not meet mobility standards, but is improved from the no-build scenario. Underlined, bold text indicates the intersection meets mobility standards.

Table 2 shows average control delay for each intersection along US 101 and Table 3 provides the key vehicle queues for each alternative. This table focuses on the Pacific and Main avenues intersections where the longest vehicle queue issues are expected to occur. The largest queue for each approach is shown in the table. For all the build alternatives, if the queue improves by 10 percent or more compared to the no-build, the cell is highlighted gray with italicized font. If the queue is lengthened by 10 percent or more, then the cell is highlighted black with bold font.

Appendix A includes generalized lane configuration sketches for each alternative. Appendix B provides the intersection V/C ratios and vehicle delays for each alternative. Appendix C contains the SimTraffic queue reports and shows the complete set of vehicles queues for each alternative.


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Alternative A Alternative A converts the OR 6 couplet to a two-way roadway between Main Avenue and Miller Avenue. Figure 1 in Appendix A illustrates the two-way configuration. OR 6 would be one lane in each direction, except on 1st Street between Laurel and Main avenues where it would be three lanes: two lanes in the westbound direction and one in the eastbound direction. Third Street between Main and Pacific avenues would also be widened to four lanes with two lanes in each direction. Northbound and southbound US 101 maintains its current channelization and layout, however this alternative does include several other localized improvements:

A 100 foot eastbound right turn pocket at Main Avenue and 3rd Street A 100 foot northbound left turn pocket at Madrona Avenue and 3rd Street A 100 foot southbound left turn pocket at Madrona Avenue and 3rd Street

This alternative would also require modification at the intersection of OR 6 and Miller Avenue. This will be discussed in a section at the end of the memorandum since the same modification would be applicable to all alternatives (A, B1, B2, C4 and E) where OR 6 would function as a two-way facility.

Operational Analysis As shown in Table 1, Alternative A shows V/C improvements along Main Street at both 3rd and 4th streets with less traffic expected to continue south and turn at 3rd Street with two-way operations on 1st Street. The intersection V/C also improves at Pacific Avenue and 1st Street. The intersection V/C worsens at Pacific Avenue and 3rd Street with the added traffic in the westbound direction impacting the intersection operations; however the intersection still meets mobility standards. The intersection of Main Avenue and 1st Street shows no improvement in Alternative A, as no improvements are proposed at the intersection.

Table 2 shows that several intersections on Main Street show an improvement in delay over the no-build condition; with the most substantial occurring at Main Avenue and 3rd Street intersection. However, the delay at Pacific Avenue and 3rd Street intersection slightly worsens with the additional westbound approach. Appendix B provides the intersection V/C ratio and vehicle delay for this alternative.

Queue Analysis As seen in Table 3, within Alternative A the most improvement in vehicle queues occurs at the same location where the largest V/C improvement was recognized: Pacific Avenue and 1st Street. However, the worst queue found in the no-build analysis occurring at Pacific Avenue and 4th Street continues to worsen in Alternative A. This vehicle queue is caused by the Pacific Avenue at 3rd Street intersection operations as vehicles are expected to extend beyond the short block between 3rd and 4th streets. Appendix C shows the full queue report for Alternative A.

Alternative B1 Alternative B1 is similar to Alternative A in that it converts the OR 6 one-way couplet into a two-way roadway between Main and Miller avenues. This alternative differs from


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Alternative A by extending Pacific Avenue north over the Hoquarten Slough and connecting to the current US 101 roadway north of the slough. In conjunction with the Pacific Avenue extension, the northbound lane on the existing Hoquarten Slough bridge would be removed. OR 6 (1st and 3rd streets) would have one lane in each direction except for three locations: 1st Street between Pacific and Madrona avenues where there are two westbound lanes and one eastbound lane, 1st Street between Main and Pacific avenues where there are two eastbound lanes and one westbound lane, and 3rd Street between Main and Pacific avenues where there are two lanes in each direction. This alternative also includes several other localized improvements:


Two scenarios of Alternative B (B1 and B2) are considered during this phase of the project. These alternatives have minor traffic operational differences as explained in this memorandum. Not covered in this memorandum are the differences in geometrical layout of the Pacific Avenue extension. While these differences do not affect traffic operations, there are impacts to the built and natural environment. A description of these impacts is covered in the memorandum Alternatives Evaluations Findings Technical Memorandum, April 2009. Figures 2 and 3 in Appendix A illustrate Alternative B with both of the geometric options. See Appendix A, Figure 2 for an illustration of this alternative.


Operational Analysis As shown in Table 1, the intersection V/C ratios in Alternative B1 are similar to Alternative A, except for the operations along 1st Street at Main and Pacific avenues. The Pacific Avenue extension allows vehicles heading north on Pacific Avenue to continue straight and connect back into the current US 101 roadway north of the slough with a conflict-free merge. This substantially reduces the vehicular volume at Main Avenue and 1st Street and improves operations. Similar to Alternative A, the intersection V/C worsens at Pacific Avenue and 3rd Street with the added traffic in the westbound direction impacting the intersection operations; however the intersection still meets mobility standards.

Table 2 show that the vehicle delays in Alternative B1 improve at two intersections compared to the no-build condition and worsens at two other intersections along the US 101 couplet. The delay at Main Avenue and 3rd Street substantially improves, while the delay at the Pacific Avenue and 1st and 3rd street intersections slightly worsens with this alternative compared to the no-build condition. Appendix B provides the intersection V/C ratio and vehicle delay for this alternative.


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Queue Analysis Within Alternative B1, the most queuing improvement occurs at Pacific Avenue and 1st Street, as shown in Table 3. There is also improvement at the 4th Street intersections of Main and Pacific avenues; however, most locations show that the queues are similar to the no-build. Appendix C shows the full queue report for Alternative B1.

Alternative B2 (3-Lane) The construction of a four-lane cross section on 3rd Street between Main and Pacific avenues would require an ODOT design exception. Because this design exception may not be granted, Alternative B2 is also tested with only a three lane section between Main and Pacific avenues. A three lane section in this block would require the removal of parking in this short block, but it would not require narrowing of sidewalks. This alternative is the same as Alternative B1 except that 3rd Street between Main and Pacific avenues would have one lane in the eastbound direction (left/through shared) and two lanes in the westbound direction (left and through exclusive). This is considered the optimal lane configuration with the expected high volume of westbound left-turn vehicles. See Appendix A, Figure 3 for an illustration of this alternative.

Operational Analysis The V/C ratios in Table 1 show that Alternative B2 operates nearly the same as Alternative B1 except at the intersection of Pacific Avenue and 3rd Street where the V/C ratio is expected to substantially worsen. The reduced three lane cross-section between Main and Pacific avenues would not be sufficient to handle the expected volumes at this intersection and therefore the intersection would exceed capacity with a V/C of 1.16.

The vehicle delays in Table 2 are substantially worsened at Pacific Avenue and 3rd Street, more than tripling from Alternative B1. All other intersection vehicle delays operate similarly to Alternative B. Appendix B provides the intersection V/C ratio and vehicle delay for this alternative.

Queue Analysis Queuing for Alternative B2 is similar to Alternative B1, but worsens at Pacific Avenue and 4th Street, which is likely a result of queue spillback from Pacific Avenue and 3rd Street intersection. Appendix C shows the full queue report for Alternative B2.


Alternative C1 Alternative C1 concentrates improvements at the intersections of Main and Pacific avenues along 1st Street. See Appendix A, Figure 4 for an illustration of this alternative. Alternative C1 widens 1st Street to four westbound lanes between Laurel and Main avenues, with two right-turn lanes from 1st Street north to Main Avenue. Alternative C1 also widens US 101 to two lanes in each direction across Hoquarten Slough, connecting


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the four-lane cross section in northern Tillamook to the four lanes that make up the US 101 couplet through downtown. In addition to these improvements, an eastbound shared through/right pocket is added at the 3rd Street and Main Avenue intersection.

Operational Analysis Table 1 shows Alternative C1 improves conditions at the two worst intersections from no-build: Main Avenue at 1st Street and 3rd Street. Main Avenue at 1st Street improves to meet mobility standards. Main Avenue at 3rd Street continues to not meet V/C mobility standards, but operates noticeably better than in the no-build condition. All of the other intersections are expected to operate within the mobility standards for this alternative.

Table 2 shows that vehicle delays improve at several intersections in Alternative C1, with the most substantial improvement occurring at Main Avenue and 3rd Street with approximately a 40 second improvement. All other delay improvements were within 10 seconds and no delays got worse with this alternative. Appendix B provides the intersection V/C ratio and vehicle delay for this alternative.

Queue Analysis Although vehicle queues are not contained within their storage areas, Table 3 shows the queues for Alternative C1 are improved at every intersection. The queue in the eastbound direction at Main Avenue and 1st Street is slightly worse, however that is due to changes in the signal timing that allow the vehicles on US 101 to travel more efficiently through the intersection. The most significant improvements occur at Pacific Avenue and 1st Street in the northbound and westbound direction. The additional westbound lanes on 1st Street allow for more time to be provided for the northbound direction onto Main Street causing less queuing along Pacific Avenue. Appendix C shows the full queue report for Alternative C1.

Alternative C2 (3-Lane EB) Alternative C2 is Alternative C1 with an additional eastbound lane on 3rd Street between Main and Laurel avenues. The eastbound channelization at Main Avenue and 3rd Street would be one through lane and one through/right shared pocket. This lane configuration would then transition to become an exclusive left turn lane and two through lanes at Pacific Avenue and 3rd Street. See Appendix A, Figure 5 for an illustration of this alternative.

Operational Analysis Table 1 shows that Alternative C2 operates as expected, similarly to Alternative C1, with improvements at Pacific Avenue and 3rd Street. The V/C is improved at this intersection, but it already did not exceed mobility standards in Alternative C1.

Table 2 indicates that vehicle delays in Alternative C2 are nearly identical to Alternative C1. Appendix B provides the intersection V/C ratio and vehicle delay for this alternative.


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Queue Analysis Table 3 shows that the queuing in Alternative C2 improves from Alternative C1 for both the northbound and eastbound approaches of Pacific Avenue and 3rd Street. Also, the queues show the most improvement of all the alternatives at Pacific Avenue and 4th Street in the northbound approach. This improvement is a result of the improvement at Pacific Avenue and 3rd Street, where queues are not extending as far south as they do in the no-build. Appendix C shows the full queue report for Alternative C2.

Alternative C3 (2EB/1WB) Alternative C3 is Alternative C1 with an additional westbound lane on 3rd Street between Main and Pacific avenues. This lane would likely be restricted to through traffic only at Main Avenue and 3rd Street. Vehicles wanting to make a westbound left turn onto Main Avenue would likely be signed to use 4th Street. See Appendix A, Figure 6 for an illustration of this alternative.

Operational Analysis Table 1 indicates that Alternative C3 operates similarly to Alternative C1, with slight improvements along 1st Street at Main and Pacific avenues and at Main Avenue and 3rd Street. These improvements are due to the removal of the circuitous loop of approximately 150 northbound US 101 vehicles destined to Netarts Highway as they would not need to loop around via 1st Street. The V/C ratio at Pacific Avenue and 3rd Street intersection would get only slightly worse compared to Alternative C1.

Table 2 shows that vehicle delays for Alternative C3 are nearly identical to Alternative C1, with slightly improved conditions occurring at Main Avenue and 3rd Street as fewer vehicles are traveling in the southbound direction. Appendix B provides the intersection V/C ratio and vehicle delay for this alternative.

Queue Analysis Table 3 shows minor improvement in queuing at several locations in Alternative C3 compared with Alternative C1. Alternative C3 shows the most improvement of all the alternatives in the northbound direction on Pacific Avenue and 1st Street since northbound travelling vehicles that wish to head west do not need to travel up to 1st Street in this alternative but can turn left at 3rd Street. This is one of the worst queuing locations in the study area. Appendix C shows the full queue report for Alternative C3.

Alternative C4 (2-Way 1st) Alternative C4 is similar to Alternative C3 with one eastbound lane added to 1st Street between Main and Miller avenues. Also 1st Street in the westbound direction is two lanes until Laurel Avenue where it widens up to three and then peaks at four westbound lanes between Main and Pacific avenues. Like Alternative C3, Alternative C4 has one westbound and two eastbound lanes between Main and Pacific avenues and also an eastbound through/right shared pocket at the intersection of Main Avenue and 3rd Street. See Appendix A, Figure 7 for an illustration of this alternative.


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Operational Analysis Table 1 indicates that Alternative C4 operates slightly better than all the other C alternatives, meeting mobility standards at all study intersections. Allowing eastbound travel on 1st Street means fewer vehicles will use 3rd Street and operations improve on 3rd Street at both Main and Pacific avenues. The added capacity of an additional lane on 1st Street makes it possible to better handle the forecasted traffic and still operate similarly or better than the other C alternatives.

Table 2 shows that vehicle delays for Alternative C4 are similar to the other C alternatives, except with large improvement at Main Avenue and 3rd Street due to the decrease in vehicle volume. The additional vehicles on 1st Street do not significantly increase delay along those study intersections because of the improvements to capacity. Appendix B provides the intersection V/C ratio and vehicle delay for Alternative C4.

Queue Analysis Table 3 shows Alternative C4 exhibiting significantly better queues than the other C alternatives at Main Avenue and 3rd Street in the southbound direction. This is the only C alternative where the queue will not extend through the intersection of 1st Street. This is also the only alternative where the eastbound queue at Pacific Avenue and 3rd Street has sufficient storage. The northbound queues improved from no-build at each study intersection along Pacific Avenue and are better than most other alternatives. Appendix C shows the full queue report for Alternative C4.


Alternative D (eliminated during screening)

Alternative E Alternative E is the final alternative analyzed. Appendix A, Figure 8 illustrates Alternative E. This alternative proposes the same OR 6 two-way couplet improvements as Alternative A with an additional westbound lane on 1st Street between Main and Laurel avenues. The cross section through this location would be three westbound lanes and one eastbound lane. The three westbound lanes at Pacific Avenue and 3rd Street lead to one shared left/through lane and two right turn lanes at Main Avenue and 1st Street. Alternative E also widens US 101 to have two lanes in each direction across Hoquarten Slough, connecting the four-lane cross section in northern Tillamook to the four lanes that make up the US 101 couplet through downtown. The following intersection improvements are also included:



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Operational Analysis Table 1 shows that Alternative E improves at two critical locations from no-build: Main Avenue and 1st Street and Main Avenue and 3rd Street. However, the intersection of Pacific Avenue and 3rd Street operates worse than in the no-build condition. Main Avenue and 3rd Street as well as Pacific Avenue and 3rd Street do not meet mobility standards. All other intersections continue to meet mobility standards.

The vehicle delay in Table 2 reflects similar results with improvements at the two intersections described above, but slightly worsen at Pacific Avenue and 3rd Street. Appendix B provides the intersection V/C ratio and vehicle delay for Alternative E.

Queue Analysis Table 3 shows Alternative E offers limited queuing improvements compared to the no-build and longer queues (compared to the no-build) at Pacific Avenue and 4th Street which is caused by the vehicle spillback from Pacific Avenue and 3rd Street. Appendix C shows the full queue report for Alternative E.



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TABLE 1 Tillamook: US 101/OR 6 Alternatives Study – 2030 Operational Results: Alternatives Summary

Observed V/C Ratio

ID Intersection Control

Type OHP

V/C Standard

No-Build Observed V/C Ratio

HDM V/C Standard Alt A Alt B1 Alt B2 Alt C1 Alt C2 Alt C3 Alt C4 Alt E

1 Main Avenue and 1st Street Signal 0.90 0.92 0.90 0.92 0.72 0.72 0.87 0.87 0.84 0.84 0.82

2 Main Avenue and 3rd Street Signal 0.90 1.17 0.90 0.98 0.98 0.98 0.96 0.96 0.94 0.83 0.98

3 Main Avenue and 4th Street Signal 0.90 0.81 0.90 0.76 0.76 0.76 0.80 0.80 0.80 0.80 0.76

4 Pacific Avenue and 1st Street Signal 0.90 0.72 0.90 0.60 0.65 0.65 0.62 0.62 0.55 0.57 0.57

5 Pacific Avenue and 3rd Street Signal 0.90 0.79 0.90 0.86 0.85 1.16 0.81 0.75 0.82 0.72 0.86

6 Pacific Avenue and 4th Street Signal 0.90 0.69 0.90 0.69 0.68 0.68 0.70 0.70 0.70 0.70 0.69

7 1st Street and Madrona Avenue TWSC 0.851 0.902 0.23 0.42 0.75 0.80 0.14 0.46 0.15 0.45 0.15 0.45 0.23 0.42 0.23 0.42 0.23 0.42 0.23 0.68 0.14 0.46

8 3rd Street and Madrona Avenue TWSC 0.851 0.902 0.29 0.28 0.75 0.80 0.10 0.71 0.10 0.78 0.10 0.65 0.29 0.32 0.29 0.30 0.29 0.32 0.20 0.37 0.10 0.71

9 OR 6 and Miller Avenue TWSC 0.851 0.902 0.15 0.05 0.75 0.80 * * * * * * 0.15 0.05 0.15 0.05 0.15 0.05 * * * *

Notes: Signal: Signalized Intersection TWSC: Two-Way Stop controlled 1 Indicates OHP Mobility Standard V/C ratio for uncontrolled roadway approach 2 Indicates OHP Mobility Standard V/C ratio for stop controlled roadway approach No-Build Mobility Standards Source: Adopted Oregon Highway Plan as Amended in July 2006, Table 6 Future Options Mobility Standards Source: Highway Design Manual, Table 10-1

Bold font indicates intersection does not meet mobility standard Bold font indicates intersection meets mobility standards Italic font indicates intersection does not meet mobility standards but is improved from no-build *The intersection of OR 6 at Miller Avenue for the 2-way OR 6 couplet alternatives will be discussed at the end of the memorandum

TABLE 2 Tillamook: US 101/OR 6 Alternatives Study – 2030 HCM Average Control Delay: Alternatives Summary

Delay (seconds)

ID Intersection No-Build Alt A Alt B1 Alt B2 Alt C1 Alt C2 Alt C3 Alt C4 Alt E

1 Main Avenue and 1st Street 20.1 17.7 19.5 19.5 15.3 15.3 14.9 15.7 14.0

2 Main Avenue and 3rd Street 101.5 44.9 46.5 46.5 60.8 60.8 46.5 16.3 44.9

3 Main Avenue and 4th Street 21.3 19.0 19.0 22.5 11.8 11.8 11.4 12.0 18.9

4 Pacific Avenue and 1st Street 18.1 16.9 23.7 19.7 16.8 17.4 15.5 17.6 16.2

5 Pacific Avenue and 3rd Street 20.0 22.4 22.3 81.1 13.0 11.7 14.0 10.6 22.3

6 Pacific Avenue and 4th Street 18.8 19.1 19.1 20.2 17.5 17.5 17.5 17.5 19.0

Notes: Delay source: Synchro Highway Capacity Manual (HCM) Signalized Intersection Reports Control Delay is delay caused by the downstream control device and does not include the queue delay Italic font indicates delay that is less than no-build (a 10% or greater change which could represent a noticeable improvement to drivers) Bold font indicates delay that is more than no-build (a 10% or greater change which could represent a noticeable impact to drivers)


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TABLE 3

Tillamook: US 101/OR 6 Alternatives Study – 2030 95th Percentile Queue Results: Alternatives Summary

Longest Queue per Approach (feet)

ID Intersection Approach Segment/Block1

Storage (feet)

No-Build Alt A Alt B1 Alt B2 Alt C1 Alt C2 Alt C3 Alt C4 Alt E EB 480 (to Stillwell) 540 630 610 620 610 640 560 580 550

WB 170 250 130 170 150 190 200 170 170 120 1 Main Avenue and 1st Street

SB 2,000 (to Hadley) 2000 2000 2000 2000 2000 2000 2000 2000 2000

EB 480 (to Stillwell) 530 530 570 530 300 290 340 310 580

WB 150 N/A 190 200 200 N/A N/A 170 160 200 2 Main Avenue and 3rd Street

SB 450 (to 1st Street 600 580 670 590 550 480 520 340 630

EB 480 (to Stillwell) 600 640 470 510 240 280 230 230 640

WB 150 220 220 200 220 220 210 220 220 210 3 Main Avenue and 4th Street

SB 210 230 220 210 220 160 180 170 190 230

EB 170 N/A 160 210 210 N/A N/A N/A 160 170

WB 500 (to Madrona) 590 550 180 160 190 180 190 190 320 4 Pacific Avenue and 1st Street

NB 410 (to 3rd Street) 650 520 360 310 510 380 210 240 490

EB 150 200 190 210 190 190 160 190 150 200

WB 480 (to Madrona) N/A 600 580 490 N/A N/A N/A N/A 590 5 Pacific Avenue and 3rd Street

NB 210 250 260 240 250 220 200 210 190 250

EB 150 230 210 190 210 170 150 150 150 210

WB 480 (to Madrona) 320 310 300 310 320 300 300 320 300 6 Pacific Avenue and 4th Street

NB 1550 (to 10th Street) 1010 1140 680 1040 910 420 550 490 1090

Notes: 1 – segment/block storage lengths are to the adjacent intersection unless described in parenthesis 95th Percentile queues calculated using an average of five, one hour SimTraffic runs Queue lengths rounded up to the nearest ten feet Italic font indicates queue has improved from no-build (a 10% or greater change which could represent a noticeable improvement to drivers) Bold font indicates queue has worsened from no-build (a 10% or greater change which could represent a noticeable impact to drivers)


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OR 6 at Miller Avenue Alternatives A, B1, B2, C4 and E all propose that OR 6 convert to a two-way configuration where it is currently a one-way couplet. Alternative C4 proposes 1st Street provides two-way operations. Due to the geometry at OR 6 and Miller Avenue combined with the channelization proposed in these two-way alternatives, the intersection would need to be modified. Different options for this modification are discussed below. If Alternatives A, B1, B2, C4 or E move forward, formal intersection designs will be developed and evaluated.

None of the eight traffic signal warrants listed in the 2003 MUTCD1 are met at the location of OR 6 and Miller Avenue; therefore, the remaining options at this location are a stop controlled intersection or a roundabout. If this intersection were to have stop control, then one leg of OR 6 may need to have the angle of entry adjusted to function more like a T-intersection. This intersection treatment may have property impacts.

As shown in Table 4, the volumes at OR 6 and Miller Avenue are low enough that a roundabout would perform well under all of the alternatives tested. However, if a roundabout were to be recommended, several other aspects would need to be taken into consideration such as the geometry of the entering legs which may have to be altered and access control may be required on the exiting legs near the roundabout. The 2008 ODOT Traffic Manual recommends that roundabouts are used in areas with mostly commuter and local traffic. As Tillamook experiences high volumes of recreational traffic, a roundabout may not be a suitable solution. The roundabout would be located far enough from the signalized intersections along Pacific Avenue and OR 6 that vehicle queues extending toward the roundabout are likely not a concern. This intersection treatment would have property impacts.

TABLE 4 Tillamook: US 101/OR 6 Alternatives Study – 2030 Roundabout Operations at OR 6 and Miller

Observed Maximum V/C Ratio

ID Intersection HDM Mobility

Standard Alt A Alt B1/B2* Alt C4 Alt E 9 OR 6 and Miller Avenue 0.75 0.42 0.41 0.43 0.42

Notes: Observed Mobility Source: ODOT Transportation Planning Analysis Unit (TPAU) Roundabout Calculator Future Options Mobility Standards Source: Highway Design Manual, Table 10-1 See Appendix D for the calculation sheets *Alternatives B1 and B2 exhibit no differences at the intersection of OR 6 and Miller Avenue

1 Warrants are: Eight-Hour Vehicular Volume, Four-Hour Vehicular Volume, Peak Hour, Pedestrian Volume, School Crossing, Coordinated Signal System, Crash Experience, Roadway Network


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Conclusion After reviewing the analysis the Project Management Team (PMT) and the Stakeholder Advisory Committee (SAC) have decided to advance Alternatives C3 and C4 to the next phase of analysis. These alternatives are chosen because they show consistent improvement in V/C ratios, delay and queuing when compared with the No-Build. Also, when compared with several other alternatives they offer a more concentrated area of improvement, reducing the impact on the built and natural environment. A more in-depth analysis will be performed on these two alternatives to arrive at a preferred alternative during the US 101/OR 6 Environment Assessment study.

Tillamook Future Build 2030: Alternative A1: 1st Street & Main Avenue HCM Signalized Intersection Capacity Analysis

Tillamook Future 2030_AltA.syn CH2M HILL4/17/2009 Synchro 7 - Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 45 115 25 100 1220 0 0 0 200 1070 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 0.98 1.00 0.98 1.00Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00Frt 1.00 0.89 1.00 0.85 0.99Flt Protected 0.95 1.00 0.99 1.00 0.99Satd. Flow (prot) 1524 1514 1640 1433 3183Flt Permitted 0.65 1.00 0.93 1.00 0.99Satd. Flow (perm) 1048 1514 1538 1433 3183Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 301 48 124 27 108 1312 0 0 0 211 1126 126RTOR Reduction (vph) 0 41 0 0 0 0 0 0 0 0 7 0Lane Group Flow (vph) 301 131 0 0 135 1312 0 0 0 0 1456 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type Perm Perm Free PermProtected Phases 8 4 2Permitted Phases 8 4 Free 2Actuated Green, G (s) 30.7 30.7 30.7 90.0 51.3Effective Green, g (s) 30.7 30.7 30.7 90.0 51.3Actuated g/C Ratio 0.34 0.34 0.34 1.00 0.57Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 357 516 525 1433 1814v/s Ratio Prot 0.09v/s Ratio Perm 0.29 0.09 c0.92 0.46v/c Ratio 0.84 0.25 0.26 0.92 0.80Uniform Delay, d1 27.4 21.4 21.4 0.0 15.3Progression Factor 1.00 1.00 0.98 1.00 1.00Incremental Delay, d2 15.8 0.1 0.1 9.4 3.9Delay (s) 43.2 21.5 21.0 9.4 19.2Level of Service D C C A BApproach Delay (s) 35.3 10.5 0.0 19.2Approach LOS D B A B

Intersection SummaryHCM Average Control Delay 17.7 HCM Level of Service BHCM Volume to Capacity ratio 0.92Actuated Cycle Length (s) 90.0 Sum of lost time (s) 0.0Intersection Capacity Utilization 78.5% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative A2: 3rd Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 270 200 0 0 0 0 245 840 125Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 0.97 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.99Satd. Flow (prot) 1375 1211 1630 1716 2727Flt Permitted 1.00 1.00 0.21 1.00 0.99Satd. Flow (perm) 1375 1211 367 1716 2727Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 284 211 0 0 0 0 258 884 132RTOR Reduction (vph) 0 0 51 0 0 0 0 0 0 0 10 0Lane Group Flow (vph) 0 411 54 284 211 0 0 0 0 0 1264 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type Perm pm+pt PermProtected Phases 4 3 8 2Permitted Phases 4 4 8 2 2Actuated Green, G (s) 27.4 27.4 40.4 40.4 41.6Effective Green, g (s) 27.4 27.4 40.4 40.4 41.6Actuated g/C Ratio 0.30 0.30 0.45 0.45 0.46Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 3.0 0.2 0.2Lane Grp Cap (vph) 419 369 291 770 1260v/s Ratio Prot 0.30 c0.10 0.12v/s Ratio Perm 0.04 c0.34 0.46v/c Ratio 0.98 0.15 0.98 0.27 1.00Uniform Delay, d1 31.0 22.8 21.5 15.6 24.2Progression Factor 1.00 1.00 2.39 0.93 0.51Incremental Delay, d2 38.7 0.1 39.6 0.0 21.3Delay (s) 69.7 22.8 91.0 14.5 33.5Level of Service E C F B CApproach Delay (s) 60.2 58.4 0.0 33.5Approach LOS E E A C

Intersection SummaryHCM Average Control Delay 44.9 HCM Level of Service DHCM Volume to Capacity ratio 0.98Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 116.3% ICU Level of Service HAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative A3: 4th Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 160 120 200 170 0 0 0 0 70 1050 90Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 16 12 12 12 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 0.99 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 0.94 1.00 1.00 0.99Flt Protected 1.00 0.95 1.00 1.00Satd. Flow (prot) 1386 1659 1983 2962Flt Permitted 1.00 0.36 1.00 1.00Satd. Flow (perm) 1386 627 1983 2962Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.95 0.95 0.95Adj. Flow (vph) 0 170 128 213 181 0 0 0 0 74 1105 95RTOR Reduction (vph) 0 30 0 0 0 0 0 0 0 0 6 0Lane Group Flow (vph) 0 268 0 213 181 0 0 0 0 0 1268 0Confl. Peds. (#/hr) 10 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type pm+pt PermProtected Phases 8 7 4 2Permitted Phases 8 4 2Actuated Green, G (s) 21.4 34.0 34.0 48.0Effective Green, g (s) 21.4 34.0 34.0 48.0Actuated g/C Ratio 0.24 0.38 0.38 0.53Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 3.0 0.2 0.2Lane Grp Cap (vph) 330 335 749 1580v/s Ratio Prot c0.19 c0.06 0.09v/s Ratio Perm 0.18 0.43v/c Ratio 0.81 0.64 0.24 0.80Uniform Delay, d1 32.4 29.8 19.2 17.1Progression Factor 1.00 0.34 0.97 0.71Incremental Delay, d2 13.3 3.1 0.0 1.6Delay (s) 45.7 13.1 18.7 13.8Level of Service D B B BApproach Delay (s) 45.7 15.7 0.0 13.8Approach LOS D B A B

Intersection SummaryHCM Average Control Delay 19.0 HCM Level of Service BHCM Volume to Capacity ratio 0.76Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 113.8% ICU Level of Service HAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative A4: 1st Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 245 0 0 475 20 850 30 0 0 0 20Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 0.95 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 0.99 0.99 1.00Frt 1.00 0.99 1.00 1.00 0.86Flt Protected 1.00 1.00 0.95 0.96 1.00Satd. Flow (prot) 1716 3020 1216 1224 1481Flt Permitted 1.00 1.00 0.95 0.96 1.00Satd. Flow (perm) 1716 3020 1216 1224 1481Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 0 253 0 0 490 21 876 31 0 0 0 21RTOR Reduction (vph) 0 0 0 0 4 0 0 0 0 0 0 7Lane Group Flow (vph) 0 253 0 0 507 0 456 451 0 0 0 14Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm customProtected Phases 4 8 2Permitted Phases 2 2Actuated Green, G (s) 22.3 22.3 59.7 59.7 59.7Effective Green, g (s) 22.3 22.3 59.7 59.7 59.7Actuated g/C Ratio 0.25 0.25 0.66 0.66 0.66Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 5.2 5.2 5.2 5.2 5.2Lane Grp Cap (vph) 425 748 807 812 982v/s Ratio Prot 0.15 c0.17v/s Ratio Perm c0.37 0.37 0.01v/c Ratio 0.60 0.68 0.57 0.56 0.01Uniform Delay, d1 29.9 30.6 8.2 8.1 5.1Progression Factor 0.87 1.00 0.32 0.32 1.00Incremental Delay, d2 2.5 3.3 1.7 1.7 0.0Delay (s) 28.3 33.9 4.4 4.3 5.2Level of Service C C A A AApproach Delay (s) 28.3 33.9 4.3 5.2Approach LOS C C A A

Intersection SummaryHCM Average Control Delay 16.9 HCM Level of Service BHCM Volume to Capacity ratio 0.60Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 65.6% ICU Level of Service CAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative A5: 3rd Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 160 475 0 0 295 30 175 690 260 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 1.00 1.00 0.99Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.99 0.97Flt Protected 0.95 1.00 1.00 0.99Satd. Flow (prot) 1397 1375 1694 2643Flt Permitted 0.30 1.00 1.00 0.99Satd. Flow (perm) 446 1375 1694 2643Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 165 490 0 0 304 31 180 711 268 0 0 0RTOR Reduction (vph) 0 0 0 0 5 0 0 29 0 0 0 0Lane Group Flow (vph) 165 490 0 0 330 0 0 1130 0 0 0 0Confl. Peds. (#/hr) 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type pm+pt PermProtected Phases 7 4 8 2Permitted Phases 4 4 2 2Actuated Green, G (s) 34.6 34.6 21.5 47.4Effective Green, g (s) 34.6 34.6 21.5 47.4Actuated g/C Ratio 0.38 0.38 0.24 0.53Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 0.2 3.0 0.2Lane Grp Cap (vph) 268 529 405 1392v/s Ratio Prot 0.06 c0.36 0.20v/s Ratio Perm 0.17 0.43v/c Ratio 0.62 0.93 0.82 0.81Uniform Delay, d1 30.3 26.5 32.4 17.6Progression Factor 0.22 0.77 1.00 0.66Incremental Delay, d2 1.3 7.7 12.0 4.1Delay (s) 8.0 28.2 44.4 15.7Level of Service A C D BApproach Delay (s) 23.1 44.4 15.7 0.0Approach LOS C D B A

Intersection SummaryHCM Average Control Delay 22.4 HCM Level of Service CHCM Volume to Capacity ratio 0.86Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 116.3% ICU Level of Service HAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative A6: 4th Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 130 100 0 0 270 80 100 915 30 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 1.00 0.99 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.97 1.00Flt Protected 0.95 1.00 1.00 1.00Satd. Flow (prot) 1655 1750 1418 2951Flt Permitted 0.33 1.00 1.00 1.00Satd. Flow (perm) 574 1750 1418 2951Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.95 0.95 0.95 0.94 0.94 0.94Adj. Flow (vph) 138 106 0 0 287 85 105 963 32 0 0 0RTOR Reduction (vph) 0 0 0 0 13 0 0 2 0 0 0 0Lane Group Flow (vph) 138 106 0 0 359 0 0 1098 0 0 0 0Confl. Peds. (#/hr) 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10 10Turn Type Perm PermProtected Phases 4 4 2Permitted Phases 4 4 2 2Actuated Green, G (s) 29.9 29.9 29.9 52.1Effective Green, g (s) 29.9 29.9 29.9 52.1Actuated g/C Ratio 0.33 0.33 0.33 0.58Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 191 581 471 1708v/s Ratio Prot 0.06 c0.25v/s Ratio Perm 0.24 0.37v/c Ratio 0.72 0.18 0.76 0.64Uniform Delay, d1 26.4 21.4 26.9 12.7Progression Factor 0.26 1.10 1.00 1.00Incremental Delay, d2 6.9 0.0 6.4 1.9Delay (s) 13.7 23.5 33.3 14.6Level of Service B C C BApproach Delay (s) 18.0 33.3 14.6 0.0Approach LOS B C B A


Tillamook Future Build 2030: Alternative A7: 1st Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 0 195 30 20 360 20 115 20 0 0 20 20Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Hourly flow rate (vph) 0 210 32 22 387 22 124 22 0 0 22 22Pedestrians 10 10 10Lane Width (ft) 12.0 12.0 12.0Walking Speed (ft/s) 4.0 4.0 4.0Percent Blockage 1 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 554pX, platoon unblocked 0.91 0.91 0.91 0.91 0.91 0.91vC, conflicting volume 419 252 719 697 236 687 703 418vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 419 133 644 621 115 610 627 418tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 100 98 60 94 100 100 94 97cM capacity (veh/h) 1131 1315 312 357 854 345 356 629

Direction, Lane # EB 1 WB 1 NB 1 SB 1Volume Total 242 430 145 43Volume Left 0 22 124 0Volume Right 32 22 0 22cSH 1700 1315 318 454Volume to Capacity 0.14 0.02 0.46 0.09Queue Length 95th (ft) 0 1 57 8Control Delay (s) 0.0 0.5 25.5 13.7Lane LOS A D BApproach Delay (s) 0.0 0.5 25.5 13.7Approach LOS D B

Intersection SummaryAverage Delay 5.3Intersection Capacity Utilization 61.0% ICU Level of Service BAnalysis Period (min) 15

Tillamook Future Build 2030: Alternative A8: 3rd Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 110 615 30 5 300 5 20 25 20 45 20 5Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 122 683 33 6 333 6 22 28 22 50 22 6Pedestrians 10 10 10 10Lane Width (ft) 11.0 12.0 12.0 12.0Walking Speed (ft/s) 4.0 4.0 4.0 4.0Percent Blockage 1 1 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 550pX, platoon unblocked 0.72 0.72 0.72 0.72 0.72 0.72vC, conflicting volume 349 727 1328 1314 720 1348 1328 356vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 349 427 1262 1242 417 1289 1262 356tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 90 99 72 75 95 29 79 99cM capacity (veh/h) 1194 809 79 110 449 70 108 681

Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 839 344 22 50 50 28Volume Left 122 6 22 0 50 0Volume Right 33 6 0 22 0 6cSH 1194 809 79 165 70 130Volume to Capacity 0.10 0.01 0.28 0.30 0.71 0.21Queue Length 95th (ft) 9 1 26 30 81 19Control Delay (s) 2.5 0.2 67.9 36.0 135.8 40.0Lane LOS A A F E F EApproach Delay (s) 2.5 0.2 45.8 101.6Approach LOS E F

Intersection SummaryAverage Delay 10.0Intersection Capacity Utilization 81.0% ICU Level of Service DAnalysis Period (min) 15

Tillamook Future Build 2030: Alternative B11: 1st Street & Main Avenue HCM Signalized Intersection Capacity Analysis

Tillamook Future 2030_AltB1.syn CH2M HILL4/27/2009 Synchro 7 - Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 325 115 25 100 0 0 0 0 200 1070 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 0.97 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 0.99Flt Protected 1.00 1.00 0.99 0.99Satd. Flow (prot) 1733 1526 1641 3183Flt Permitted 1.00 1.00 0.88 0.99Satd. Flow (perm) 1733 1526 1460 3183Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 0 349 124 27 108 0 0 0 0 211 1126 126RTOR Reduction (vph) 0 0 34 0 0 0 0 0 0 0 8 0Lane Group Flow (vph) 0 349 90 0 135 0 0 0 0 0 1455 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type custom Perm PermProtected Phases 4 4 2Permitted Phases 8 4 2Actuated Green, G (s) 28.1 28.1 28.1 53.9Effective Green, g (s) 28.1 28.1 28.1 53.9Actuated g/C Ratio 0.31 0.31 0.31 0.60Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 541 476 456 1906v/s Ratio Prot c0.20v/s Ratio Perm 0.06 0.09 0.46v/c Ratio 0.65 0.19 0.30 0.76Uniform Delay, d1 26.7 22.6 23.5 13.3Progression Factor 1.00 1.00 1.17 1.00Incremental Delay, d2 2.0 0.1 0.1 3.0Delay (s) 28.6 22.7 27.5 16.3Level of Service C C C BApproach Delay (s) 27.1 27.5 0.0 16.3Approach LOS C C A B

Intersection SummaryHCM Average Control Delay 19.5 HCM Level of Service BHCM Volume to Capacity ratio 0.72Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 99.3% ICU Level of Service FAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative B12: 3rd Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 270 200 0 0 0 0 245 840 125Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 0.97 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.99Satd. Flow (prot) 1375 1211 1630 1716 2727Flt Permitted 1.00 1.00 0.21 1.00 0.99Satd. Flow (perm) 1375 1211 367 1716 2727Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 284 211 0 0 0 0 258 884 132RTOR Reduction (vph) 0 0 51 0 0 0 0 0 0 0 10 0Lane Group Flow (vph) 0 411 54 284 211 0 0 0 0 0 1264 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type Perm pm+pt PermProtected Phases 4 3 8 2Permitted Phases 4 4 8 2 2Actuated Green, G (s) 27.4 27.4 40.4 40.4 41.6Effective Green, g (s) 27.4 27.4 40.4 40.4 41.6Actuated g/C Ratio 0.30 0.30 0.45 0.45 0.46Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 3.0 0.2 0.2Lane Grp Cap (vph) 419 369 291 770 1260v/s Ratio Prot 0.30 c0.10 0.12v/s Ratio Perm 0.04 c0.34 0.46v/c Ratio 0.98 0.15 0.98 0.27 1.00Uniform Delay, d1 31.0 22.8 21.5 15.6 24.2Progression Factor 1.00 1.00 2.39 0.93 0.59Incremental Delay, d2 38.7 0.1 39.6 0.0 22.0Delay (s) 69.7 22.8 91.0 14.6 36.3Level of Service E C F B DApproach Delay (s) 60.2 58.4 0.0 36.3Approach LOS E E A D


Tillamook Future Build 2030: Alternative B13: 4th Street & Main Avenue HCM Signalized Intersection Capacity Analysis




Tillamook Future Build 2030: Alternative B14: 1st Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 245 0 0 55 430 70 790 0 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 0.95 0.95 0.95Frpb, ped/bikes 1.00 1.00 0.97 0.97 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.88 0.85 1.00Flt Protected 0.95 1.00 1.00 1.00 1.00Satd. Flow (prot) 1630 1716 1205 1159 2803Flt Permitted 0.37 1.00 1.00 1.00 1.00Satd. Flow (perm) 634 1716 1205 1159 2803Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 289 253 0 0 57 443 72 814 0 0 0 0RTOR Reduction (vph) 0 0 0 0 101 51 0 0 0 0 0 0Lane Group Flow (vph) 289 253 0 0 155 193 0 886 0 0 0 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type pm+pt custom SplitProtected Phases 7 4 8 2 2Permitted Phases 4 7 8Actuated Green, G (s) 35.3 35.3 18.7 35.3 46.7Effective Green, g (s) 35.3 35.3 18.7 35.3 46.7Actuated g/C Ratio 0.39 0.39 0.21 0.39 0.52Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 5.2 5.2 5.2Lane Grp Cap (vph) 388 673 250 455 1454v/s Ratio Prot c0.10 0.15 0.13 c0.32v/s Ratio Perm c0.19 0.17v/c Ratio 0.74 0.38 0.62 0.42 0.61Uniform Delay, d1 28.2 19.5 32.4 19.9 15.2Progression Factor 0.67 1.02 1.00 1.00 1.28Incremental Delay, d2 6.1 0.5 6.7 0.6 1.2Delay (s) 24.9 20.4 39.1 20.6 20.6Level of Service C C D C CApproach Delay (s) 22.8 30.1 20.6 0.0Approach LOS C C C A

Intersection SummaryHCM Average Control Delay 23.7 HCM Level of Service CHCM Volume to Capacity ratio 0.65Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 73.1% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative B15: 3rd Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis




Tillamook Future Build 2030: Alternative B16: 4th Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis




Tillamook Future Build 2030: Alternative B17: 1st Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis





Tillamook Future Build 2030: Alternative B18: 3rd Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis





Tillamook Future Build 2030: Alternative B2 (3-Lane)1: 1st Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 325 115 25 100 0 0 0 0 200 1070 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 0.97 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 0.99Flt Protected 1.00 1.00 0.99 0.99Satd. Flow (prot) 1733 1526 1641 3183Flt Permitted 1.00 1.00 0.88 0.99Satd. Flow (perm) 1733 1526 1460 3183Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 0 349 124 27 108 0 0 0 0 211 1126 126RTOR Reduction (vph) 0 0 34 0 0 0 0 0 0 0 8 0Lane Group Flow (vph) 0 349 90 0 135 0 0 0 0 0 1455 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type custom Perm PermProtected Phases 4 4 2Permitted Phases 8 4 2Actuated Green, G (s) 28.1 28.1 28.1 53.9Effective Green, g (s) 28.1 28.1 28.1 53.9Actuated g/C Ratio 0.31 0.31 0.31 0.60Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 541 476 456 1906v/s Ratio Prot c0.20v/s Ratio Perm 0.06 0.09 0.46v/c Ratio 0.65 0.19 0.30 0.76Uniform Delay, d1 26.7 22.6 23.5 13.3Progression Factor 1.00 1.00 1.18 1.00Incremental Delay, d2 2.0 0.1 0.1 3.0Delay (s) 28.6 22.7 27.9 16.3Level of Service C C C BApproach Delay (s) 27.1 27.9 0.0 16.3Approach LOS C C A B


Tillamook Future Build 2030: Alternative B2 (3-Lane)2: 3rd Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 270 200 0 0 0 0 245 840 125Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 0.96 1.00 1.00 0.99Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.99Satd. Flow (prot) 1375 1206 1630 1716 2715Flt Permitted 1.00 1.00 0.21 1.00 0.99Satd. Flow (perm) 1375 1206 356 1716 2715Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 284 211 0 0 0 0 258 884 132RTOR Reduction (vph) 0 0 51 0 0 0 0 0 0 0 10 0Lane Group Flow (vph) 0 411 54 284 211 0 0 0 0 0 1264 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type Perm pm+pt PermProtected Phases 4 3 8 2Permitted Phases 4 4 8 2 2Actuated Green, G (s) 27.0 27.0 40.0 40.0 42.0Effective Green, g (s) 27.0 27.0 40.0 40.0 42.0Actuated g/C Ratio 0.30 0.30 0.44 0.44 0.47Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 3.0 0.2 0.2Lane Grp Cap (vph) 413 362 286 763 1267v/s Ratio Prot 0.30 c0.10 0.12v/s Ratio Perm 0.04 c0.34 0.47v/c Ratio 1.00 0.15 0.99 0.28 1.00Uniform Delay, d1 31.4 23.1 22.0 15.8 24.0Progression Factor 1.00 1.00 2.22 0.39 0.58Incremental Delay, d2 42.7 0.1 50.0 0.0 20.6Delay (s) 74.1 23.2 98.7 6.2 34.5Level of Service E C F A CApproach Delay (s) 63.8 59.3 0.0 34.5Approach LOS E E A C

Intersection SummaryHCM Average Control Delay 46.5 HCM Level of Service DHCM Volume to Capacity ratio 0.98Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 85.9% ICU Level of Service EAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative B2 (3-Lane)3: 4th Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 160 120 200 170 0 0 0 0 70 1050 90Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 16 12 12 12 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 0.99 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 0.94 1.00 1.00 0.99Flt Protected 1.00 0.95 1.00 1.00Satd. Flow (prot) 1386 1659 1983 2962Flt Permitted 1.00 0.36 1.00 1.00Satd. Flow (perm) 1386 627 1983 2962Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.95 0.95 0.95Adj. Flow (vph) 0 170 128 213 181 0 0 0 0 74 1105 95RTOR Reduction (vph) 0 30 0 0 0 0 0 0 0 0 6 0Lane Group Flow (vph) 0 268 0 213 181 0 0 0 0 0 1268 0Confl. Peds. (#/hr) 10 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type pm+pt PermProtected Phases 8 7 4 2Permitted Phases 8 4 2Actuated Green, G (s) 21.4 34.0 34.0 48.0Effective Green, g (s) 21.4 34.0 34.0 48.0Actuated g/C Ratio 0.24 0.38 0.38 0.53Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 3.0 0.2 0.2Lane Grp Cap (vph) 330 335 749 1580v/s Ratio Prot c0.19 c0.06 0.09v/s Ratio Perm 0.18 0.43v/c Ratio 0.81 0.64 0.24 0.80Uniform Delay, d1 32.4 29.8 19.2 17.1Progression Factor 1.00 1.14 1.10 0.78Incremental Delay, d2 13.3 3.1 0.0 1.6Delay (s) 45.7 37.1 21.1 14.9Level of Service D D C BApproach Delay (s) 45.7 29.8 0.0 14.9Approach LOS D C A B


Tillamook Future Build 2030: Alternative B2 (3-Lane)4: 1st Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 245 0 0 55 430 70 790 0 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 0.95 0.95 0.95Frpb, ped/bikes 1.00 1.00 0.97 0.97 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.88 0.85 1.00Flt Protected 0.95 1.00 1.00 1.00 1.00Satd. Flow (prot) 1630 1716 1205 1159 2803Flt Permitted 0.37 1.00 1.00 1.00 1.00Satd. Flow (perm) 634 1716 1205 1159 2803Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 289 253 0 0 57 443 72 814 0 0 0 0RTOR Reduction (vph) 0 0 0 0 101 51 0 0 0 0 0 0Lane Group Flow (vph) 289 253 0 0 155 193 0 886 0 0 0 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type pm+pt custom SplitProtected Phases 7 4 8 2 2Permitted Phases 4 7 8Actuated Green, G (s) 35.3 35.3 18.7 35.3 46.7Effective Green, g (s) 35.3 35.3 18.7 35.3 46.7Actuated g/C Ratio 0.39 0.39 0.21 0.39 0.52Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 3.0 5.2 5.2 5.2Lane Grp Cap (vph) 388 673 250 455 1454v/s Ratio Prot c0.10 0.15 0.13 c0.32v/s Ratio Perm c0.19 0.17v/c Ratio 0.74 0.38 0.62 0.42 0.61Uniform Delay, d1 28.2 19.5 32.4 19.9 15.2Progression Factor 0.67 1.02 1.00 1.00 0.78Incremental Delay, d2 6.1 0.5 6.7 0.6 0.2Delay (s) 24.9 20.4 39.1 20.6 12.0Level of Service C C D C BApproach Delay (s) 22.8 30.1 12.0 0.0Approach LOS C C B A


Tillamook Future Build 2030: Alternative B2 (3-Lane)5: 3rd Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 160 475 0 0 295 30 175 675 260 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 0.95Frpb, ped/bikes 1.00 1.00 0.99Flpb, ped/bikes 1.00 1.00 1.00Frt 1.00 0.99 0.96Flt Protected 0.99 1.00 0.99Satd. Flow (prot) 1354 1694 2635Flt Permitted 0.75 1.00 0.99Satd. Flow (perm) 1032 1694 2635Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 165 490 0 0 304 31 180 696 268 0 0 0RTOR Reduction (vph) 0 0 0 0 3 0 0 32 0 0 0 0Lane Group Flow (vph) 0 655 0 0 332 0 0 1112 0 0 0 0Confl. Peds. (#/hr) 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type pm+pt PermProtected Phases 7 4 8 2Permitted Phases 4 4 2 2Actuated Green, G (s) 48.0 48.0 34.0Effective Green, g (s) 48.0 48.0 34.0Actuated g/C Ratio 0.53 0.53 0.38Clearance Time (s) 4.0 4.0 4.0Vehicle Extension (s) 0.2 3.0 0.2Lane Grp Cap (vph) 550 903 995v/s Ratio Prot 0.20v/s Ratio Perm c0.63 0.42v/c Ratio 1.19 0.37 1.12Uniform Delay, d1 21.0 12.2 28.0Progression Factor 0.84 1.00 0.79Incremental Delay, d2 90.3 0.3 63.8Delay (s) 107.8 12.4 85.9Level of Service F B FApproach Delay (s) 107.8 12.4 85.9 0.0Approach LOS F B F A

Intersection SummaryHCM Average Control Delay 81.1 HCM Level of Service FHCM Volume to Capacity ratio 1.16Actuated Cycle Length (s) 90.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 100.6% ICU Level of Service GAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative B2 (3-Lane)6: 4th Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 130 100 0 0 270 80 100 900 30 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 1.00 0.99 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.97 1.00Flt Protected 0.95 1.00 1.00 1.00Satd. Flow (prot) 1655 1750 1418 2950Flt Permitted 0.33 1.00 1.00 1.00Satd. Flow (perm) 574 1750 1418 2950Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.95 0.95 0.95 0.94 0.94 0.94Adj. Flow (vph) 138 106 0 0 287 85 105 947 32 0 0 0RTOR Reduction (vph) 0 0 0 0 13 0 0 2 0 0 0 0Lane Group Flow (vph) 138 106 0 0 359 0 0 1082 0 0 0 0Confl. Peds. (#/hr) 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10 10Turn Type Perm PermProtected Phases 4 4 2Permitted Phases 4 4 2 2Actuated Green, G (s) 29.9 29.9 29.9 52.1Effective Green, g (s) 29.9 29.9 29.9 52.1Actuated g/C Ratio 0.33 0.33 0.33 0.58Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 191 581 471 1708v/s Ratio Prot 0.06 c0.25v/s Ratio Perm 0.24 0.37v/c Ratio 0.72 0.18 0.76 0.63Uniform Delay, d1 26.4 21.4 26.9 12.6Progression Factor 0.64 1.33 1.00 1.00Incremental Delay, d2 6.9 0.0 6.4 1.8Delay (s) 23.7 28.5 33.3 14.4Level of Service C C C BApproach Delay (s) 25.8 33.3 14.4 0.0Approach LOS C C B A


Tillamook Future Build 2030: Alternative B2 (3-Lane)7: 1st Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis





Tillamook Future Build 2030: Alternative B2 (3-Lane)8: 3rd Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis



Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2Volume Total 833 344 22 50 56 28Volume Left 122 6 22 0 56 0Volume Right 33 6 0 22 0 6cSH 1194 845 94 186 85 152Volume to Capacity 0.10 0.01 0.24 0.27 0.65 0.18Queue Length 95th (ft) 9 0 21 26 77 16Control Delay (s) 2.5 0.2 54.7 31.3 106.0 33.9Lane LOS A A F D F DApproach Delay (s) 2.5 0.2 38.5 81.9Approach LOS E F


Tillamook Future Build 2030: Alternative C11: 1st Street & Main Avenue HCM Signalized Intersection Capacity Analysis

Tillamook Future 2030_AltC1.syn CH2M HILL4/24/2009 Synchro 7 - Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 0 160 380 200 1220 0 0 0 0 1270 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.88 0.95Frpb, ped/bikes 1.00 0.98 1.00 1.00 0.96 1.00Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.85 0.99Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1528 1532 1833 1658 2475 3207Flt Permitted 0.59 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 942 1532 1833 1658 2475 3207Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 301 0 172 409 215 1312 0 0 0 0 1337 126RTOR Reduction (vph) 0 0 15 16 0 0 0 0 0 0 10 0Lane Group Flow (vph) 301 0 157 393 215 1312 0 0 0 0 1453 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type custom custom Perm customProtected Phases 4 2Permitted Phases 8 8 4 4 2Actuated Green, G (s) 28.0 28.0 28.0 28.0 70.0 34.0Effective Green, g (s) 28.0 28.0 28.0 28.0 70.0 34.0Actuated g/C Ratio 0.40 0.40 0.40 0.40 1.00 0.49Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 377 613 733 663 2475 1558v/s Ratio Prot 0.13 c0.45v/s Ratio Perm c0.32 0.10 0.21 0.53v/c Ratio 0.80 0.26 0.54 0.32 0.53 0.93Uniform Delay, d1 18.5 14.0 16.0 14.5 0.0 16.9Progression Factor 1.00 1.00 0.62 0.65 1.00 1.00Incremental Delay, d2 10.5 0.1 0.3 0.1 0.1 11.6Delay (s) 29.0 14.1 10.3 9.5 0.1 28.5Level of Service C B B A A CApproach Delay (s) 23.6 3.3 0.0 28.5Approach LOS C A A C


Tillamook Future Build 2030: Alternative C12: 3rd Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 0 0 0 0 0 0 490 1120 200Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0Lane Util. Factor 0.95 0.95Frpb, ped/bikes 0.99 1.00Flpb, ped/bikes 1.00 1.00Frt 0.97 0.98Flt Protected 1.00 0.99Satd. Flow (prot) 2739 2715Flt Permitted 1.00 0.99Satd. Flow (perm) 2739 2715Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 0 0 0 0 0 0 516 1179 211RTOR Reduction (vph) 0 32 0 0 0 0 0 0 0 0 68 0Lane Group Flow (vph) 0 484 0 0 0 0 0 0 0 0 1838 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type PermProtected Phases 8 2Permitted Phases 8 2 2Actuated Green, G (s) 20.0 42.0Effective Green, g (s) 20.0 42.0Actuated g/C Ratio 0.29 0.60Clearance Time (s) 4.0 4.0Vehicle Extension (s) 0.2 0.2Lane Grp Cap (vph) 783 1629v/s Ratio Prot c0.18v/s Ratio Perm 0.68v/c Ratio 0.62 1.13Uniform Delay, d1 21.7 14.0Progression Factor 1.00 0.58Incremental Delay, d2 1.0 62.9Delay (s) 22.7 71.1Level of Service C EApproach Delay (s) 22.7 0.0 0.0 71.1Approach LOS C A A E

Intersection SummaryHCM Average Control Delay 60.8 HCM Level of Service EHCM Volume to Capacity ratio 0.96Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 79.4% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group

Tillamook Future Build 2030: Alternative C13: 4th Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 160 120 200 210 0 0 0 0 70 1060 90Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 16 12 12 12 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 0.99 1.00 1.00 1.00Flpb, ped/bikes 1.00 0.99 1.00 1.00Frt 0.94 1.00 1.00 0.99Flt Protected 1.00 0.95 1.00 1.00Satd. Flow (prot) 1388 1653 1983 2964Flt Permitted 1.00 0.44 1.00 1.00Satd. Flow (perm) 1388 763 1983 2964Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.95 0.95 0.95Adj. Flow (vph) 0 170 128 213 223 0 0 0 0 74 1116 95RTOR Reduction (vph) 0 41 0 0 0 0 0 0 0 0 8 0Lane Group Flow (vph) 0 257 0 213 223 0 0 0 0 0 1277 0Confl. Peds. (#/hr) 10 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type Perm PermProtected Phases 8 4 2Permitted Phases 8 4 2Actuated Green, G (s) 22.5 22.5 22.5 39.5Effective Green, g (s) 22.5 22.5 22.5 39.5Actuated g/C Ratio 0.32 0.32 0.32 0.56Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 446 245 637 1673v/s Ratio Prot 0.19 0.11v/s Ratio Perm c0.28 0.43v/c Ratio 0.58 0.87 0.35 0.76Uniform Delay, d1 19.8 22.4 18.2 11.7Progression Factor 1.00 0.68 0.63 0.47Incremental Delay, d2 1.1 20.0 0.1 0.3Delay (s) 20.9 35.2 11.6 5.8Level of Service C D B AApproach Delay (s) 20.9 23.1 0.0 5.8Approach LOS C C A A


Tillamook Future Build 2030: Alternative C14: 1st Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 0 820 20 960 30 0 0 0 20Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 0.86 0.95 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 0.99 0.99 1.00Frt 1.00 1.00 1.00 0.86Flt Protected 1.00 0.95 0.96 1.00Satd. Flow (prot) 5710 1219 1226 1484Flt Permitted 1.00 0.95 0.96 1.00Satd. Flow (perm) 5710 1219 1226 1484Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 0 0 0 0 845 21 990 31 0 0 0 21RTOR Reduction (vph) 0 0 0 0 5 0 24 24 0 0 0 10Lane Group Flow (vph) 0 0 0 0 861 0 481 492 0 0 0 11Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm customProtected Phases 4 2Permitted Phases 2 2Actuated Green, G (s) 24.2 37.8 37.8 37.8Effective Green, g (s) 24.2 37.8 37.8 37.8Actuated g/C Ratio 0.35 0.54 0.54 0.54Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 5.2 5.2 5.2 5.2Lane Grp Cap (vph) 1974 658 662 801v/s Ratio Prot c0.15v/s Ratio Perm 0.39 0.40 0.01v/c Ratio 0.44 0.73 0.74 0.01Uniform Delay, d1 17.6 12.2 12.4 7.5Progression Factor 1.00 0.98 0.97 1.00Incremental Delay, d2 0.3 3.8 4.0 0.0Delay (s) 18.0 15.8 16.0 7.5Level of Service B B B AApproach Delay (s) 0.0 18.0 15.9 7.5Approach LOS A B B A


Tillamook Future Build 2030: Alternative C15: 3rd Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 160 720 0 0 0 0 0 830 260 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 10 12 12 12 12Total Lost time (s) 4.0 4.0Lane Util. Factor 0.95 0.95Frpb, ped/bikes 1.00 0.99Flpb, ped/bikes 1.00 1.00Frt 1.00 0.96Flt Protected 0.99 1.00Satd. Flow (prot) 2813 2672Flt Permitted 0.99 1.00Satd. Flow (perm) 2813 2672Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 165 742 0 0 0 0 0 856 268 0 0 0RTOR Reduction (vph) 0 27 0 0 0 0 0 43 0 0 0 0Lane Group Flow (vph) 0 880 0 0 0 0 0 1081 0 0 0 0Confl. Peds. (#/hr) 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type PermProtected Phases 4 2Permitted Phases 4 4 2Actuated Green, G (s) 28.0 34.0Effective Green, g (s) 28.0 34.0Actuated g/C Ratio 0.40 0.49Clearance Time (s) 4.0 4.0Vehicle Extension (s) 0.2 0.2Lane Grp Cap (vph) 1125 1298v/s Ratio Prot c0.40v/s Ratio Perm 0.31v/c Ratio 0.78 0.83Uniform Delay, d1 18.3 15.5Progression Factor 0.75 0.44Incremental Delay, d2 1.4 4.3Delay (s) 15.2 11.2Level of Service B BApproach Delay (s) 15.2 0.0 11.2 0.0Approach LOS B A B A


Tillamook Future Build 2030: Alternative C16: 4th Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 130 100 0 0 270 70 140 890 30 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 1.00 0.99 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00Frt 1.00 1.00 0.97 1.00Flt Protected 0.95 1.00 1.00 0.99Satd. Flow (prot) 1656 1750 1425 2945Flt Permitted 0.42 1.00 1.00 0.99Satd. Flow (perm) 729 1750 1425 2945Peak-hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 0.95 0.95 0.95 0.94 0.94 0.94Adj. Flow (vph) 138 106 0 0 287 74 147 937 32 0 0 0RTOR Reduction (vph) 0 0 0 0 13 0 0 3 0 0 0 0Lane Group Flow (vph) 138 106 0 0 348 0 0 1113 0 0 0 0Confl. Peds. (#/hr) 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10 10Turn Type Perm PermProtected Phases 4 4 2Permitted Phases 4 4 2 2Actuated Green, G (s) 28.0 28.0 28.0 34.0Effective Green, g (s) 28.0 28.0 28.0 34.0Actuated g/C Ratio 0.40 0.40 0.40 0.49Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 292 700 570 1430v/s Ratio Prot 0.06 c0.24v/s Ratio Perm 0.19 0.38v/c Ratio 0.47 0.15 0.61 0.78Uniform Delay, d1 15.5 13.4 16.7 14.9Progression Factor 0.59 0.64 1.00 1.00Incremental Delay, d2 0.3 0.0 1.4 4.2Delay (s) 9.5 8.6 18.0 19.1Level of Service A A B BApproach Delay (s) 9.1 18.0 19.1 0.0Approach LOS A B B A


Tillamook Future Build 2030: Alternative C17: 1st Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 0 0 0 20 680 20 140 20 0 0 20 20Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93Hourly flow rate (vph) 0 0 0 22 731 22 151 22 0 0 22 22Pedestrians 10 10 10Lane Width (ft) 0.0 12.0 12.0Walking Speed (ft/s) 4.0 4.0 4.0Percent Blockage 0 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 554pX, platoon unblockedvC, conflicting volume 763 10 461 816 10 806 805 396vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 763 10 461 816 10 806 805 396tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 100 99 65 93 100 100 93 96cM capacity (veh/h) 852 1595 430 303 1066 254 309 604

Direction, Lane # WB 1 WB 2 NB 1 SB 1Volume Total 387 387 172 43Volume Left 22 0 151 0Volume Right 0 22 0 22cSH 1595 1700 409 409Volume to Capacity 0.01 0.23 0.42 0.11Queue Length 95th (ft) 1 0 51 9Control Delay (s) 0.5 0.0 20.1 14.8Lane LOS A C BApproach Delay (s) 0.3 20.1 14.8Approach LOS C B

Intersection SummaryAverage Delay 4.3Intersection Capacity Utilization 44.7% ICU Level of Service AAnalysis Period (min) 15

Tillamook Future Build 2030: Alternative C18: 3rd Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis



Direction, Lane # EB 1 EB 2 NB 1 SB 1Volume Total 589 500 78 44Volume Left 122 0 0 22Volume Right 0 33 22 0cSH 1587 1700 243 226Volume to Capacity 0.08 0.29 0.32 0.20Queue Length 95th (ft) 6 0 33 18Control Delay (s) 2.2 0.0 26.6 24.8Lane LOS A D CApproach Delay (s) 1.2 26.6 24.8Approach LOS D C


Tillamook Future Build 2030: Alternative C19: 3rd Street & Miller Avenue HCM Unsignalized Intersection Capacity Analysis


Movement EBT EBR WBL WBT NBL NBRLane ConfigurationsVolume (veh/h) 370 20 0 450 0 40Sign Control Free Free StopGrade 0% 0% 0%Peak Hour Factor 0.95 0.92 0.95 0.95 0.95 0.95Hourly flow rate (vph) 389 22 0 474 0 42Pedestrians 10 10Lane Width (ft) 12.0 10.0Walking Speed (ft/s) 4.0 4.0Percent Blockage 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft)pX, platoon unblockedvC, conflicting volume 421 647 226vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 421 647 226tC, single (s) 4.1 6.8 6.9tC, 2 stage (s)tF (s) 2.2 3.5 3.3p0 queue free % 100 100 95cM capacity (veh/h) 1127 405 772

Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1Volume Total 260 152 237 237 42Volume Left 0 0 0 0 0Volume Right 0 22 0 0 42cSH 1700 1700 1700 1700 772Volume to Capacity 0.15 0.09 0.14 0.14 0.05Queue Length 95th (ft) 0 0 0 0 4Control Delay (s) 0.0 0.0 0.0 0.0 9.9Lane LOS AApproach Delay (s) 0.0 0.0 9.9Approach LOS A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 0 160 380 200 1220 0 0 0 0 1270 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.88 0.95Frpb, ped/bikes 1.00 0.98 1.00 1.00 0.96 1.00Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.85 0.99Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1528 1532 1833 1658 2475 3207Flt Permitted 0.59 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 942 1532 1833 1658 2475 3207Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 301 0 172 409 215 1312 0 0 0 0 1337 126RTOR Reduction (vph) 0 0 15 16 0 0 0 0 0 0 10 0Lane Group Flow (vph) 301 0 157 393 215 1312 0 0 0 0 1453 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type custom custom Perm customProtected Phases 4 2Permitted Phases 8 8 4 4 2Actuated Green, G (s) 28.0 28.0 28.0 28.0 70.0 34.0Effective Green, g (s) 28.0 28.0 28.0 28.0 70.0 34.0Actuated g/C Ratio 0.40 0.40 0.40 0.40 1.00 0.49Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 377 613 733 663 2475 1558v/s Ratio Prot 0.13 c0.45v/s Ratio Perm c0.32 0.10 0.21 0.53v/c Ratio 0.80 0.26 0.54 0.32 0.53 0.93Uniform Delay, d1 18.5 14.0 16.0 14.5 0.0 16.9Progression Factor 1.00 1.00 0.61 0.65 1.00 1.00Incremental Delay, d2 10.5 0.1 0.3 0.1 0.1 11.6Delay (s) 29.0 14.1 10.1 9.4 0.1 28.5Level of Service C B B A A CApproach Delay (s) 23.6 3.2 0.0 28.5Approach LOS C A A C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 0 0 0 0 0 0 490 1120 200Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0Lane Util. Factor 0.95 0.95Frpb, ped/bikes 0.99 1.00Flpb, ped/bikes 1.00 1.00Frt 0.97 0.98Flt Protected 1.00 0.99Satd. Flow (prot) 2739 2715Flt Permitted 1.00 0.99Satd. Flow (perm) 2739 2715Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 0 0 0 0 0 0 516 1179 211RTOR Reduction (vph) 0 32 0 0 0 0 0 0 0 0 68 0Lane Group Flow (vph) 0 484 0 0 0 0 0 0 0 0 1838 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type PermProtected Phases 8 2Permitted Phases 8 2 2Actuated Green, G (s) 20.0 42.0Effective Green, g (s) 20.0 42.0Actuated g/C Ratio 0.29 0.60Clearance Time (s) 4.0 4.0Vehicle Extension (s) 0.2 0.2Lane Grp Cap (vph) 783 1629v/s Ratio Prot c0.18v/s Ratio Perm 0.68v/c Ratio 0.62 1.13Uniform Delay, d1 21.7 14.0Progression Factor 1.00 0.58Incremental Delay, d2 1.0 62.9Delay (s) 22.7 71.1Level of Service C EApproach Delay (s) 22.7 0.0 0.0 71.1Approach LOS C A A E

Intersection SummaryHCM Average Control Delay 60.8 HCM Level of Service EHCM Volume to Capacity ratio 0.96Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 105.9% ICU Level of Service GAnalysis Period (min) 15c Critical Lane Group



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 0 820 20 960 30 0 0 0 20Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 0.86 0.95 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 0.99 0.99 1.00Frt 1.00 1.00 1.00 0.86Flt Protected 1.00 0.95 0.96 1.00Satd. Flow (prot) 5710 1219 1226 1484Flt Permitted 1.00 0.95 0.96 1.00Satd. Flow (perm) 5710 1219 1226 1484Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 0 0 0 0 845 21 990 31 0 0 0 21RTOR Reduction (vph) 0 0 0 0 5 0 24 24 0 0 0 10Lane Group Flow (vph) 0 0 0 0 861 0 481 492 0 0 0 11Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm customProtected Phases 4 2Permitted Phases 2 2Actuated Green, G (s) 24.2 37.8 37.8 37.8Effective Green, g (s) 24.2 37.8 37.8 37.8Actuated g/C Ratio 0.35 0.54 0.54 0.54Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 5.2 5.2 5.2 5.2Lane Grp Cap (vph) 1974 658 662 801v/s Ratio Prot c0.15v/s Ratio Perm 0.39 0.40 0.01v/c Ratio 0.44 0.73 0.74 0.01Uniform Delay, d1 17.6 12.2 12.4 7.5Progression Factor 1.00 1.01 1.00 1.00Incremental Delay, d2 0.3 4.6 4.9 0.0Delay (s) 18.0 16.9 17.2 7.5Level of Service B B B AApproach Delay (s) 0.0 18.0 17.1 7.5Approach LOS A B B A

Intersection SummaryHCM Average Control Delay 17.4 HCM Level of Service BHCM Volume to Capacity ratio 0.62Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 62.4% ICU Level of Service BAnalysis Period (min) 15c Critical Lane Group



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 160 720 0 0 0 0 0 830 260 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0Lane Util. Factor 1.00 0.95 0.95Frpb, ped/bikes 1.00 1.00 0.99Flpb, ped/bikes 0.99 1.00 1.00Frt 1.00 1.00 0.96Flt Protected 0.95 1.00 1.00Satd. Flow (prot) 1389 2842 2672Flt Permitted 0.95 1.00 1.00Satd. Flow (perm) 1389 2842 2672Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 165 742 0 0 0 0 0 856 268 0 0 0RTOR Reduction (vph) 64 0 0 0 0 0 0 43 0 0 0 0Lane Group Flow (vph) 101 742 0 0 0 0 0 1081 0 0 0 0Confl. Peds. (#/hr) 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type PermProtected Phases 4 2Permitted Phases 4 4 2Actuated Green, G (s) 28.0 28.0 34.0Effective Green, g (s) 28.0 28.0 34.0Actuated g/C Ratio 0.40 0.40 0.49Clearance Time (s) 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2Lane Grp Cap (vph) 556 1137 1298v/s Ratio Prot c0.26 c0.40v/s Ratio Perm 0.07v/c Ratio 0.18 0.65 0.83Uniform Delay, d1 13.6 17.1 15.5Progression Factor 0.65 0.75 0.44Incremental Delay, d2 0.0 0.4 4.3Delay (s) 8.9 13.1 11.2Level of Service A B BApproach Delay (s) 12.4 0.0 11.2 0.0Approach LOS B A B A





Direction, Lane # EB 1 EB 2 NB 1 SB 1Volume Total 589 500 78 44Volume Left 122 0 0 22Volume Right 0 33 22 0cSH 1587 1700 257 243Volume to Capacity 0.08 0.29 0.30 0.18Queue Length 95th (ft) 6 0 31 16Control Delay (s) 2.2 0.0 25.0 23.1Lane LOS A C CApproach Delay (s) 1.2 25.0 23.1Approach LOS C C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 0 160 280 150 1220 0 0 0 0 1270 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.88 0.95Frpb, ped/bikes 1.00 0.98 1.00 1.00 0.96 1.00Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.85 0.99Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00Satd. Flow (prot) 1527 1532 1833 1658 2475 3207Flt Permitted 0.65 1.00 0.95 1.00 1.00 1.00Satd. Flow (perm) 1048 1532 1833 1658 2475 3207Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 301 0 172 301 161 1312 0 0 0 0 1337 126RTOR Reduction (vph) 0 0 15 16 0 0 0 0 0 0 10 0Lane Group Flow (vph) 301 0 157 285 161 1312 0 0 0 0 1453 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type custom custom Perm customProtected Phases 4 2Permitted Phases 8 8 4 4 2Actuated Green, G (s) 28.0 28.0 28.0 28.0 70.0 34.0Effective Green, g (s) 28.0 28.0 28.0 28.0 70.0 34.0Actuated g/C Ratio 0.40 0.40 0.40 0.40 1.00 0.49Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 419 613 733 663 2475 1558v/s Ratio Prot 0.10 c0.45v/s Ratio Perm c0.29 0.10 0.16 0.53v/c Ratio 0.72 0.26 0.39 0.24 0.53 0.93Uniform Delay, d1 17.7 14.0 14.9 14.0 0.0 16.9Progression Factor 1.00 1.00 0.64 0.68 1.00 1.00Incremental Delay, d2 4.9 0.1 0.1 0.1 0.1 11.6Delay (s) 22.5 14.1 9.6 9.5 0.1 28.5Level of Service C B A A A CApproach Delay (s) 19.5 2.6 0.0 28.5Approach LOS B A A C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 0 150 0 0 0 0 490 1120 100Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0 4.0Lane Util. Factor 0.95 1.00 0.95Frpb, ped/bikes 0.99 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00Frt 0.97 1.00 0.99Flt Protected 1.00 1.00 0.99Satd. Flow (prot) 2739 1750 2740Flt Permitted 1.00 1.00 0.99Satd. Flow (perm) 2739 1750 2740Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 0 158 0 0 0 0 516 1179 105RTOR Reduction (vph) 0 32 0 0 0 0 0 0 0 0 6 0Lane Group Flow (vph) 0 484 0 0 158 0 0 0 0 0 1794 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type PermProtected Phases 8 8 2Permitted Phases 8 2 2Actuated Green, G (s) 20.0 20.0 42.0Effective Green, g (s) 20.0 20.0 42.0Actuated g/C Ratio 0.29 0.29 0.60Clearance Time (s) 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2Lane Grp Cap (vph) 783 500 1644v/s Ratio Prot c0.18 0.09v/s Ratio Perm 0.65v/c Ratio 0.62 0.32 1.09Uniform Delay, d1 21.7 19.6 14.0Progression Factor 1.00 1.12 0.55Incremental Delay, d2 1.0 0.1 47.7Delay (s) 22.7 22.0 55.4Level of Service C C EApproach Delay (s) 22.7 22.0 0.0 55.4Approach LOS C C A E

Intersection SummaryHCM Average Control Delay 46.5 HCM Level of Service DHCM Volume to Capacity ratio 0.94Actuated Cycle Length (s) 70.0 Sum of lost time (s) 8.0Intersection Capacity Utilization 75.9% ICU Level of Service DAnalysis Period (min) 15c Critical Lane Group



Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 0 0 0 820 20 810 30 0 0 0 20Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0Lane Util. Factor 0.86 0.95 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 0.99 0.99 1.00Frt 1.00 1.00 1.00 0.86Flt Protected 1.00 0.95 0.96 1.00Satd. Flow (prot) 5710 1219 1227 1484Flt Permitted 1.00 0.95 0.96 1.00Satd. Flow (perm) 5710 1219 1227 1484Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 0 0 0 0 845 21 835 31 0 0 0 21RTOR Reduction (vph) 0 0 0 0 5 0 24 24 0 0 0 10Lane Group Flow (vph) 0 0 0 0 861 0 410 408 0 0 0 11Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm customProtected Phases 4 2Permitted Phases 2 2Actuated Green, G (s) 24.2 37.8 37.8 37.8Effective Green, g (s) 24.2 37.8 37.8 37.8Actuated g/C Ratio 0.35 0.54 0.54 0.54Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 5.2 5.2 5.2 5.2Lane Grp Cap (vph) 1974 658 663 801v/s Ratio Prot c0.15v/s Ratio Perm c0.34 0.33 0.01v/c Ratio 0.44 0.62 0.62 0.01Uniform Delay, d1 17.6 11.2 11.1 7.5Progression Factor 1.00 0.97 0.98 1.00Incremental Delay, d2 0.3 2.3 2.2 0.0Delay (s) 18.0 13.2 13.1 7.5Level of Service B B B AApproach Delay (s) 0.0 18.0 13.1 7.5Approach LOS A B B A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 160 720 0 0 0 0 150 680 260 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 10 12 12 12 12Total Lost time (s) 4.0 4.0Lane Util. Factor 0.95 0.95Frpb, ped/bikes 1.00 0.99Flpb, ped/bikes 1.00 1.00Frt 1.00 0.96Flt Protected 0.99 0.99Satd. Flow (prot) 2813 2654Flt Permitted 0.99 0.99Satd. Flow (perm) 2813 2654Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 165 742 0 0 0 0 155 701 268 0 0 0RTOR Reduction (vph) 0 0 0 0 0 0 0 41 0 0 0 0Lane Group Flow (vph) 0 907 0 0 0 0 0 1083 0 0 0 0Confl. Peds. (#/hr) 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm PermProtected Phases 4 2Permitted Phases 4 4 2 2Actuated Green, G (s) 28.4 33.6Effective Green, g (s) 28.4 33.6Actuated g/C Ratio 0.41 0.48Clearance Time (s) 4.0 4.0Vehicle Extension (s) 0.2 0.2Lane Grp Cap (vph) 1141 1274v/s Ratio Protv/s Ratio Perm 0.32 0.41v/c Ratio 0.79 0.85Uniform Delay, d1 18.2 16.0Progression Factor 0.75 0.50Incremental Delay, d2 1.6 5.0Delay (s) 15.3 13.0Level of Service B BApproach Delay (s) 15.3 0.0 13.0 0.0Approach LOS B A B A





Direction, Lane # EB 1 EB 2 NB 1 SB 1Volume Total 589 500 78 44Volume Left 122 0 0 22Volume Right 0 33 22 0cSH 1587 1700 242 224Volume to Capacity 0.08 0.29 0.32 0.20Queue Length 95th (ft) 6 0 33 18Control Delay (s) 2.2 0.0 26.8 25.0Lane LOS A D DApproach Delay (s) 1.2 26.8 25.0Approach LOS D D




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 45 115 280 150 1220 0 0 0 200 1070 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.88 0.95Frpb, ped/bikes 1.00 0.98 1.00 1.00 0.96 1.00Flpb, ped/bikes 0.99 1.00 0.99 1.00 1.00 1.00Frt 1.00 0.89 1.00 1.00 0.85 0.99Flt Protected 0.95 1.00 0.95 1.00 1.00 0.99Satd. Flow (prot) 1527 1518 1836 1658 2475 3184Flt Permitted 0.65 1.00 0.64 1.00 1.00 0.99Satd. Flow (perm) 1048 1518 1234 1658 2475 3184Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 301 48 124 301 161 1312 0 0 0 211 1126 126RTOR Reduction (vph) 0 28 0 0 0 0 0 0 0 0 10 0Lane Group Flow (vph) 301 144 0 301 161 1312 0 0 0 0 1453 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type Perm Perm custom SplitProtected Phases 4 4 2 2Permitted Phases 4 4 4 2Actuated Green, G (s) 28.0 28.0 28.0 28.0 70.0 34.0Effective Green, g (s) 28.0 28.0 28.0 28.0 70.0 34.0Actuated g/C Ratio 0.40 0.40 0.40 0.40 1.00 0.49Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 419 607 494 663 2475 1547v/s Ratio Prot 0.10 0.10 c0.46v/s Ratio Perm c0.29 0.24 0.53v/c Ratio 0.72 0.24 0.61 0.24 0.53 0.94Uniform Delay, d1 17.7 13.9 16.7 14.0 0.0 17.0Progression Factor 1.00 1.00 0.77 0.80 1.00 1.00Incremental Delay, d2 4.9 0.1 1.2 0.1 0.1 12.4Delay (s) 22.5 14.0 14.0 11.3 0.1 29.4Level of Service C B B B A CApproach Delay (s) 19.4 3.5 0.0 29.4Approach LOS B A A C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 0 150 0 0 0 0 245 1120 100Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0 4.0Lane Util. Factor 0.95 1.00 0.95Frpb, ped/bikes 0.99 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00Frt 0.97 1.00 0.99Flt Protected 1.00 1.00 0.99Satd. Flow (prot) 2739 1750 2753Flt Permitted 1.00 1.00 0.99Satd. Flow (perm) 2739 1750 2753Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 0 158 0 0 0 0 258 1179 105RTOR Reduction (vph) 0 32 0 0 0 0 0 0 0 0 8 0Lane Group Flow (vph) 0 484 0 0 158 0 0 0 0 0 1534 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type PermProtected Phases 8 8 2Permitted Phases 8 2 2Actuated Green, G (s) 20.0 20.0 42.0Effective Green, g (s) 20.0 20.0 42.0Actuated g/C Ratio 0.29 0.29 0.60Clearance Time (s) 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2Lane Grp Cap (vph) 783 500 1652v/s Ratio Prot c0.18 0.09v/s Ratio Perm 0.56v/c Ratio 0.62 0.32 0.93Uniform Delay, d1 21.7 19.6 12.6Progression Factor 1.00 1.06 0.57Incremental Delay, d2 1.0 0.1 6.4Delay (s) 22.7 20.9 13.7Level of Service C C BApproach Delay (s) 22.7 20.9 0.0 13.7Approach LOS C C A B




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 245 0 0 820 20 810 30 0 0 0 20Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.86 0.95 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 0.99 0.99 1.00Frt 1.00 1.00 1.00 1.00 0.86Flt Protected 1.00 1.00 0.95 0.96 1.00Satd. Flow (prot) 1750 5710 1219 1227 1484Flt Permitted 1.00 1.00 0.95 0.96 1.00Satd. Flow (perm) 1750 5710 1219 1227 1484Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 0 253 0 0 845 21 835 31 0 0 0 21RTOR Reduction (vph) 0 0 0 0 5 0 0 0 0 0 0 10Lane Group Flow (vph) 0 253 0 0 861 0 434 432 0 0 0 11Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 0% 0% 0% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm customProtected Phases 4 4 2Permitted Phases 2 2Actuated Green, G (s) 24.9 24.9 37.1 37.1 37.1Effective Green, g (s) 24.9 24.9 37.1 37.1 37.1Actuated g/C Ratio 0.36 0.36 0.53 0.53 0.53Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 5.2 5.2 5.2 5.2 5.2Lane Grp Cap (vph) 623 2031 646 650 787v/s Ratio Prot 0.14 c0.15v/s Ratio Perm c0.36 0.35 0.01v/c Ratio 0.41 0.42 0.67 0.66 0.01Uniform Delay, d1 17.0 17.1 12.0 11.9 7.8Progression Factor 1.58 1.00 1.00 1.01 1.00Incremental Delay, d2 0.5 0.3 3.2 3.1 0.0Delay (s) 27.4 17.4 15.3 15.1 7.8Level of Service C B B B AApproach Delay (s) 27.4 17.4 15.2 7.8Approach LOS C B B A




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 160 475 0 0 0 0 150 680 260 0 0 0Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 10 12 12 12 12Total Lost time (s) 4.0 4.0Lane Util. Factor 0.95 0.95Frpb, ped/bikes 1.00 0.99Flpb, ped/bikes 1.00 1.00Frt 1.00 0.96Flt Protected 0.99 0.99Satd. Flow (prot) 2802 2654Flt Permitted 0.99 0.99Satd. Flow (perm) 2802 2654Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 165 490 0 0 0 0 155 701 268 0 0 0RTOR Reduction (vph) 0 0 0 0 0 0 0 43 0 0 0 0Lane Group Flow (vph) 0 655 0 0 0 0 0 1081 0 0 0 0Confl. Peds. (#/hr) 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 0% 0% 0% 3% 3% 3% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm PermProtected Phases 4 2Permitted Phases 4 4 2 2Actuated Green, G (s) 28.0 34.0Effective Green, g (s) 28.0 34.0Actuated g/C Ratio 0.40 0.49Clearance Time (s) 4.0 4.0Vehicle Extension (s) 0.2 0.2Lane Grp Cap (vph) 1121 1289v/s Ratio Protv/s Ratio Perm 0.23 0.41v/c Ratio 0.58 0.84Uniform Delay, d1 16.4 15.6Progression Factor 0.53 0.44Incremental Delay, d2 0.3 4.5Delay (s) 9.1 11.4Level of Service A BApproach Delay (s) 9.1 0.0 11.4 0.0Approach LOS A A B A





Direction, Lane # EB 1 WB 1 WB 2 NB 1 SB 1Volume Total 242 387 387 172 43Volume Left 0 22 0 151 0Volume Right 32 0 22 0 22cSH 1700 1305 1700 280 320Volume to Capacity 0.14 0.02 0.23 0.61 0.13Queue Length 95th (ft) 0 1 0 94 11Control Delay (s) 0.0 0.6 0.0 36.3 18.0Lane LOS A E CApproach Delay (s) 0.0 0.3 36.3 18.0Approach LOS E C




Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (veh/h) 110 615 30 0 0 0 0 50 20 45 25 0Sign Control Free Free Stop StopGrade 0% 0% 0% 0%Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90Hourly flow rate (vph) 122 683 33 0 0 0 0 56 22 50 28 0Pedestrians 10 10 10 10Lane Width (ft) 11.0 0.0 12.0 12.0Walking Speed (ft/s) 4.0 4.0 4.0 4.0Percent Blockage 1 0 1 1Right turn flare (veh)Median type None NoneMedian storage veh)Upstream signal (ft) 550pX, platoon unblockedvC, conflicting volume 10 727 978 964 378 656 981 20vC1, stage 1 conf volvC2, stage 2 conf volvCu, unblocked vol 10 727 978 964 378 656 981 20tC, single (s) 4.2 4.1 7.6 6.6 7.0 7.5 6.5 6.9tC, 2 stage (s)tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3p0 queue free % 92 100 100 76 96 81 88 100cM capacity (veh/h) 1587 878 169 229 611 257 228 1043

Direction, Lane # EB 1 EB 2 NB 1 SB 1Volume Total 464 375 78 78Volume Left 122 0 0 50Volume Right 0 33 22 0cSH 1587 1700 278 246Volume to Capacity 0.08 0.22 0.28 0.32Queue Length 95th (ft) 6 0 28 33Control Delay (s) 2.5 0.0 22.9 26.3Lane LOS A C DApproach Delay (s) 1.4 22.9 26.3Approach LOS C D


Tillamook Future Build 2030: Alternative E1: 1st Street & Main Avenue HCM Signalized Intersection Capacity Analysis

Tillamook Future 2030_AltE.syn CH2M HILL4/17/2009 Synchro 7 - Report

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 280 45 115 25 100 1220 0 0 0 200 1070 120Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 10 12 14 16 11 12 12 12 12 12 12 13Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 0.88 0.95Frpb, ped/bikes 1.00 0.98 1.00 0.96 1.00Flpb, ped/bikes 0.99 1.00 1.00 1.00 1.00Frt 1.00 0.89 1.00 0.85 0.99Flt Protected 0.95 1.00 0.99 1.00 0.99Satd. Flow (prot) 1524 1514 1640 2466 3183Flt Permitted 0.65 1.00 0.93 1.00 0.99Satd. Flow (perm) 1048 1514 1538 2466 3183Peak-hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.93 0.95 0.95 0.95Adj. Flow (vph) 301 48 124 27 108 1312 0 0 0 211 1126 126RTOR Reduction (vph) 0 41 0 0 0 0 0 0 0 0 7 0Lane Group Flow (vph) 301 131 0 0 135 1312 0 0 0 0 1456 0Confl. Peds. (#/hr) 10 10 10 10 10Confl. Bikes (#/hr) 10 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Turn Type Perm Perm custom PermProtected Phases 8 4 2Permitted Phases 8 4 4 2 2Actuated Green, G (s) 30.7 30.7 30.7 90.0 51.3Effective Green, g (s) 30.7 30.7 30.7 90.0 51.3Actuated g/C Ratio 0.34 0.34 0.34 1.00 0.57Clearance Time (s) 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 0.2 0.2Lane Grp Cap (vph) 357 516 525 2466 1814v/s Ratio Prot 0.09v/s Ratio Perm c0.29 0.09 0.53 0.46v/c Ratio 0.84 0.25 0.26 0.53 0.80Uniform Delay, d1 27.4 21.4 21.4 0.0 15.3Progression Factor 1.00 1.00 0.89 1.00 1.00Incremental Delay, d2 15.8 0.1 0.1 0.1 3.9Delay (s) 43.2 21.5 19.2 0.1 19.2Level of Service D C B A BApproach Delay (s) 35.3 1.9 0.0 19.2Approach LOS D A A B


Tillamook Future Build 2030: Alternative E2: 3rd Street & Main Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 390 100 270 200 0 0 0 0 245 840 125Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 10 12 12 12 12 12 12 12 12 10 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 1.00 1.00 1.00 0.95Frpb, ped/bikes 1.00 0.97 1.00 1.00 1.00Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00Frt 1.00 0.85 1.00 1.00 0.98Flt Protected 1.00 1.00 0.95 1.00 0.99Satd. Flow (prot) 1375 1211 1630 1716 2727Flt Permitted 1.00 1.00 0.21 1.00 0.99Satd. Flow (perm) 1375 1211 367 1716 2727Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95Adj. Flow (vph) 0 411 105 284 211 0 0 0 0 258 884 132RTOR Reduction (vph) 0 0 51 0 0 0 0 0 0 0 10 0Lane Group Flow (vph) 0 411 54 284 211 0 0 0 0 0 1264 0Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 1% 1% 1% 2% 2% 2% 0% 0% 0% 2% 2% 2%Parking (#/hr) 10 10 10 10 10Turn Type Perm pm+pt PermProtected Phases 4 3 8 2Permitted Phases 4 4 8 2 2Actuated Green, G (s) 27.4 27.4 40.4 40.4 41.6Effective Green, g (s) 27.4 27.4 40.4 40.4 41.6Actuated g/C Ratio 0.30 0.30 0.45 0.45 0.46Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 0.2 0.2 3.0 0.2 0.2Lane Grp Cap (vph) 419 369 291 770 1260v/s Ratio Prot 0.30 c0.10 0.12v/s Ratio Perm 0.04 c0.34 0.46v/c Ratio 0.98 0.15 0.98 0.27 1.00Uniform Delay, d1 31.0 22.8 21.5 15.6 24.2Progression Factor 1.00 1.00 2.36 0.96 0.51Incremental Delay, d2 38.7 0.1 39.6 0.0 21.3Delay (s) 69.7 22.8 90.4 15.0 33.6Level of Service E C F B CApproach Delay (s) 60.2 58.3 0.0 33.6Approach LOS E E A C


Tillamook Future Build 2030: Alternative E3: 4th Street & Main Avenue HCM Signalized Intersection Capacity Analysis




Tillamook Future Build 2030: Alternative E4: 1st Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis


Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBRLane ConfigurationsVolume (vph) 0 245 0 0 475 20 850 30 0 0 0 20Ideal Flow (vphpl) 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750 1750Lane Width 12 12 12 12 12 12 10 10 12 12 12 12Total Lost time (s) 4.0 4.0 4.0 4.0 4.0Lane Util. Factor 1.00 0.91 0.95 0.95 1.00Frpb, ped/bikes 1.00 1.00 1.00 1.00 0.98Flpb, ped/bikes 1.00 1.00 0.99 0.99 1.00Frt 1.00 0.99 1.00 1.00 0.86Flt Protected 1.00 1.00 0.95 0.96 1.00Satd. Flow (prot) 1716 4456 1216 1224 1481Flt Permitted 1.00 1.00 0.95 0.96 1.00Satd. Flow (perm) 1716 4456 1216 1224 1481Peak-hour factor, PHF 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97 0.97Adj. Flow (vph) 0 253 0 0 490 21 876 31 0 0 0 21RTOR Reduction (vph) 0 0 0 0 5 0 0 0 0 0 0 7Lane Group Flow (vph) 0 253 0 0 506 0 456 451 0 0 0 14Confl. Peds. (#/hr) 10 10 10Confl. Bikes (#/hr) 10 10Heavy Vehicles (%) 2% 2% 2% 1% 1% 1% 2% 2% 2% 0% 0% 0%Parking (#/hr) 10 10 10 10Turn Type Perm customProtected Phases 4 8 2Permitted Phases 2 2Actuated Green, G (s) 20.3 20.3 61.7 61.7 61.7Effective Green, g (s) 20.3 20.3 61.7 61.7 61.7Actuated g/C Ratio 0.23 0.23 0.69 0.69 0.69Clearance Time (s) 4.0 4.0 4.0 4.0 4.0Vehicle Extension (s) 5.2 5.2 5.2 5.2 5.2Lane Grp Cap (vph) 387 1005 834 839 1015v/s Ratio Prot c0.15 0.11v/s Ratio Perm c0.37 0.37 0.01v/c Ratio 0.65 0.50 0.55 0.54 0.01Uniform Delay, d1 31.7 30.4 7.1 7.0 4.5Progression Factor 0.80 1.00 0.41 0.40 1.00Incremental Delay, d2 3.8 0.9 1.6 1.5 0.0Delay (s) 29.0 31.3 4.5 4.4 4.5Level of Service C C A A AApproach Delay (s) 29.0 31.3 4.4 4.5Approach LOS C C A A


Tillamook Future Build 2030: Alternative E5: 3rd Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis




Tillamook Future Build 2030: Alternative E6: 4th Street & Pacific Avenue HCM Signalized Intersection Capacity Analysis




Tillamook Future Build 2030: Alternative E7: 1st Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis





Tillamook Future Build 2030: Alternative E8: 3rd Street & Madrona Avenue HCM Unsignalized Intersection Capacity Analysis





Tillamook 2030 Future BuildAlternative A 4/21/2009

Tillamook Future 2030_AltC.syn CH2M HILL4/21/2009 SimTraffic Report

Intersection: 1: 1st Street & Main Avenue

Movement EB EB WB WB SB SB B13 B13 B29 B29Directions Served L TR LT R LT TR T T T TMaximum Queue (ft) 65 508 149 139 234 223 672 656 1253 1240Average Queue (ft) 59 465 68 41 210 211 644 641 965 96695th Queue (ft) 67 624 127 104 232 220 702 709 1662 1664Link Distance (ft) 489 139 139 137 137 576 576 1216 1216Upstream Blk Time (%) 46 1 0 56 57 49 50 38 38Queuing Penalty (veh) 0 7 1 0 0 0 0 0 0Storage Bay Dist (ft) 35Storage Blk Time (%) 71 35Queuing Penalty (veh) 114 99

Intersection: 2: 3rd Street & Main Avenue

Movement EB EB WB WB SB SBDirections Served T R L T LT TRMaximum Queue (ft) 530 125 177 170 539 546Average Queue (ft) 510 82 160 103 461 47495th Queue (ft) 529 161 189 185 577 570Link Distance (ft) 491 159 159 479 479Upstream Blk Time (%) 67 18 4 8 11Queuing Penalty (veh) 0 41 8 49 65Storage Bay Dist (ft) 100Storage Blk Time (%) 69 5Queuing Penalty (veh) 69 21

Intersection: 3: 4th Street & Main Avenue

Movement EB WB WB SB SBDirections Served TR L T LT TRMaximum Queue (ft) 488 79 182 207 215Average Queue (ft) 390 69 128 150 16295th Queue (ft) 640 97 215 204 216Link Distance (ft) 502 164 178 178Upstream Blk Time (%) 33 16 5 7Queuing Penalty (veh) 0 61 27 43Storage Bay Dist (ft) 40Storage Blk Time (%) 54 34Queuing Penalty (veh) 92 68

AltA.syn



Intersection: 4: 1st Street & Pacific Avenue

Movement EB WB WB NB NB SBDirections Served T T TR L LT RMaximum Queue (ft) 154 100 240 494 474 52Average Queue (ft) 86 36 227 174 310 1595th Queue (ft) 158 78 260 512 520 43Link Distance (ft) 139 222 222 400 400 83Upstream Blk Time (%) 3 46 2 6Queuing Penalty (veh) 8 115 8 25Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 5: 3rd Street & Pacific Avenue

Movement EB EB WB NB NBDirections Served L T TR LT TRMaximum Queue (ft) 163 176 494 252 245Average Queue (ft) 62 161 438 165 18295th Queue (ft) 128 182 599 256 246Link Distance (ft) 159 159 479 184 184Upstream Blk Time (%) 0 31 42 8 19Queuing Penalty (veh) 1 98 136 44 107Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 6: 4th Street & Pacific Avenue

Movement EB EB WB NB NBDirections Served L T TR LT TRMaximum Queue (ft) 75 178 265 940 953Average Queue (ft) 68 121 226 847 85095th Queue (ft) 92 207 308 1135 1130Link Distance (ft) 164 241 895 895Upstream Blk Time (%) 12 26 53 56Queuing Penalty (veh) 29 0 0 0Storage Bay Dist (ft) 35Storage Blk Time (%) 59 27Queuing Penalty (veh) 59 34

AltA.syn



Intersection: 7: 1st Street & Madrona Avenue

Movement EB WB NB SBDirections Served TR LTR LT TRMaximum Queue (ft) 20 302 287 90Average Queue (ft) 1 87 133 3595th Queue (ft) 10 239 290 75Link Distance (ft) 210 310 287 82Upstream Blk Time (%) 1 8 3Queuing Penalty (veh) 3 11 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 8: 3rd Street & Madrona Avenue

Movement EB WB NB NB SB SBDirections Served LTR LTR L TR L TRMaximum Queue (ft) 453 224 123 264 117 144Average Queue (ft) 145 139 73 145 41 3595th Queue (ft) 378 301 154 312 96 103Link Distance (ft) 479 220 245 287Upstream Blk Time (%) 3 29 40Queuing Penalty (veh) 23 89 0Storage Bay Dist (ft) 100 100Storage Blk Time (%) 49 9 1 8Queuing Penalty (veh) 21 2 0 3

Intersection: 9: 3rd Street & Miller Avenue

Movement EB EB WB WB NBDirections Served T TR T T RMaximum Queue (ft) 36 30 178 60 40Average Queue (ft) 1 2 33 9 2495th Queue (ft) 15 15 109 39 49Link Distance (ft) 52 52 516 516 319Upstream Blk Time (%) 0 0Queuing Penalty (veh) 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

AltA.syn



Intersection: 10: 3rd Street &

Movement WB NBDirections Served T LMaximum Queue (ft) 142 99Average Queue (ft) 59 5695th Queue (ft) 186 107Link Distance (ft) 176 88Upstream Blk Time (%) 6 22Queuing Penalty (veh) 13 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 11: 3rd Street (Hwy 6) &

Movement EB WBDirections Served TR TMaximum Queue (ft) 116 85Average Queue (ft) 11 4195th Queue (ft) 56 109Link Distance (ft) 220 76Upstream Blk Time (%) 26Queuing Penalty (veh) 78Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 13: Bend

Movement NBDirections Served TMaximum Queue (ft) 223Average Queue (ft) 8295th Queue (ft) 247Link Distance (ft) 137Upstream Blk Time (%) 3Queuing Penalty (veh) 20Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

AltA.syn




Movement EB WB WB NEDirections Served T L T RMaximum Queue (ft) 12 81 70 28Average Queue (ft) 1 52 40 195th Queue (ft) 8 76 59 9Link Distance (ft) 178 52 52 176Upstream Blk Time (%) 11 1Queuing Penalty (veh) 25 2Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 20: Int

Movement WB NBDirections Served T LMaximum Queue (ft) 47 110Average Queue (ft) 2 6195th Queue (ft) 18 104Link Distance (ft) 178 94Upstream Blk Time (%) 2Queuing Penalty (veh) 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 27: 1st Street &

Movement WBDirections Served TMaximum Queue (ft) 225Average Queue (ft) 17695th Queue (ft) 290Link Distance (ft) 210Upstream Blk Time (%) 22Queuing Penalty (veh) 111Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Network SummaryNetwork wide Queuing Penalty: 1827

AltA.syn

Tillamook 2030 Future BuildAlternative B 4-Lane 4/21/2009

Tillamook Future 2030_AltB.syn CH2M HILL4/21/2009 SimTraffic Report


Movement EB EB WB SB SB B13 B13Directions Served T R LT LT TR T TMaximum Queue (ft) 515 60 178 218 218 634 638Average Queue (ft) 423 43 87 216 215 590 59295th Queue (ft) 607 73 164 224 237 683 685Link Distance (ft) 490 162 143 143 588 588Upstream Blk Time (%) 31 2 60 55 51 50Queuing Penalty (veh) 0 2 418 381 352 341Storage Bay Dist (ft) 35Storage Blk Time (%) 70 10Queuing Penalty (veh) 80 34





1

AltB1.syn




Movement EB EB WB WB NB NBDirections Served L T TR R LT TMaximum Queue (ft) 179 181 201 194 357 372Average Queue (ft) 118 123 91 87 246 26095th Queue (ft) 204 200 170 168 354 359Link Distance (ft) 162 162 216 216 394 394Upstream Blk Time (%) 13 13 0 0 0 0Queuing Penalty (veh) 34 34 1 0 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)





1

AltB1.syn




Movement EB WB NB SBDirections Served TR LTR LT TRMaximum Queue (ft) 144 243 151 81Average Queue (ft) 30 46 60 3495th Queue (ft) 149 209 131 74Link Distance (ft) 207 310 287 70Upstream Blk Time (%) 12 10 0 12Queuing Penalty (veh) 26 37 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB WB NB NB SB SBDirections Served LTR LTR L TR L TRMaximum Queue (ft) 310 226 106 157 108 232Average Queue (ft) 119 141 55 54 36 8495th Queue (ft) 291 294 127 159 90 262Link Distance (ft) 478 220 245 287Upstream Blk Time (%) 24 5 16Queuing Penalty (veh) 73 0 12Storage Bay Dist (ft) 100 100Storage Blk Time (%) 29 0 2 22Queuing Penalty (veh) 12 0 0 11


Movement EB EB WB WB NBDirections Served T TR T T RMaximum Queue (ft) 26 34 331 315 49Average Queue (ft) 1 2 52 48 2595th Queue (ft) 14 19 253 251 51Link Distance (ft) 52 52 516 516 319Upstream Blk Time (%) 0 0 3 1Queuing Penalty (veh) 0 0 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

1

AltB1.syn









1

AltB1.syn







Intersection: 29: Main Avenue &

Movement SB SB NWDirections Served T T RMaximum Queue (ft) 1168 1168 5Average Queue (ft) 946 949 095th Queue (ft) 1563 1562 3Link Distance (ft) 1149 1149 924Upstream Blk Time (%) 41 40Queuing Penalty (veh) 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


1

AltB1.syn

Tillamook 2030 Future BuildAlternative B (3-Lane) 4/21/2009



Movement EB EB WB SB SB B13 B13Directions Served T R LT LT TR T TMaximum Queue (ft) 513 66 160 218 218 629 637Average Queue (ft) 400 49 76 216 215 479 48295th Queue (ft) 616 70 145 231 231 804 818Link Distance (ft) 490 162 143 143 588 588Upstream Blk Time (%) 25 1 48 47 30 28Queuing Penalty (veh) 0 1 334 326 205 195Storage Bay Dist (ft) 35Storage Blk Time (%) 64 13Queuing Penalty (veh) 73 43





B2 (3-Lane)

AltB2.syn




Movement EB EB WB WB NB NBDirections Served L T TR R LT TMaximum Queue (ft) 182 178 172 161 327 324Average Queue (ft) 124 131 87 76 170 18695th Queue (ft) 203 192 151 134 300 308Link Distance (ft) 162 162 216 216 400 400Upstream Blk Time (%) 15 5 0Queuing Penalty (veh) 41 13 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB WB NB NBDirections Served LT TR LT TRMaximum Queue (ft) 178 460 229 230Average Queue (ft) 160 285 162 17795th Queue (ft) 189 485 247 250Link Distance (ft) 161 479 190 190Upstream Blk Time (%) 27 5 7 10Queuing Penalty (veh) 172 14 40 58Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)



B2 (3-Lane)

AltB2.syn




Movement EB WB NB SBDirections Served TR LTR LT TRMaximum Queue (ft) 25 56 109 60Average Queue (ft) 1 6 49 2595th Queue (ft) 10 33 85 53Link Distance (ft) 207 310 287 70Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB WB NB NB SB SBDirections Served LTR LTR L TR L TRMaximum Queue (ft) 191 132 54 83 78 64Average Queue (ft) 54 25 21 34 34 2195th Queue (ft) 146 118 53 67 72 59Link Distance (ft) 479 220 245 287Upstream Blk Time (%) 2Queuing Penalty (veh) 5Storage Bay Dist (ft) 100 100Storage Blk Time (%) 0 0 0Queuing Penalty (veh) 0 0 0



B2 (3-Lane)

AltB2.syn









B2 (3-Lane)

AltB2.syn




Movement NBDirections Served LMaximum Queue (ft) 112Average Queue (ft) 6195th Queue (ft) 101Link Distance (ft) 94Upstream Blk Time (%) 2Queuing Penalty (veh) 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


MovementDirections ServedMaximum Queue (ft)Average Queue (ft)95th Queue (ft)Link Distance (ft)Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

Intersection: 29: Main Avenue &

Movement SB SBDirections Served T TMaximum Queue (ft) 1019 1011Average Queue (ft) 519 52695th Queue (ft) 1334 1343Link Distance (ft) 1162 1162Upstream Blk Time (%) 15 15Queuing Penalty (veh) 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


B2 (3-Lane)

AltB2.syn

Tillamook 2030 Future BuildAlternative C 4/21/2009

Tillamook Future 2030_AltC_2-Lane.syn CH2M HILL4/21/2009 SimTraffic Report


Movement EB EB WB WB WB WB SB SB B13 B13Directions Served L R L T R R T TR T TMaximum Queue (ft) 60 522 167 159 146 130 220 236 1789 1778Average Queue (ft) 58 410 150 83 66 16 209 210 1425 143095th Queue (ft) 65 605 185 149 128 80 215 224 2218 2220Link Distance (ft) 489 131 131 131 131 134 134 1740 1740Upstream Blk Time (%) 22 31 3 0 0 56 54 32 34Queuing Penalty (veh) 0 141 14 1 0 0 0 0 0Storage Bay Dist (ft) 35Storage Blk Time (%) 67 26Queuing Penalty (veh) 107 73


Movement EB EB SB SBDirections Served T TR LT TRMaximum Queue (ft) 367 125 537 519Average Queue (ft) 165 111 374 37995th Queue (ft) 300 146 549 540Link Distance (ft) 491 484 484Upstream Blk Time (%) 2 1Queuing Penalty (veh) 18 12Storage Bay Dist (ft) 100Storage Blk Time (%) 16 13Queuing Penalty (veh) 47 26


Movement EB WB WB SB SBDirections Served TR L T LT TRMaximum Queue (ft) 314 79 189 182 183Average Queue (ft) 137 76 145 87 9795th Queue (ft) 239 91 214 150 157Link Distance (ft) 502 164 186 186Upstream Blk Time (%) 11 0 0Queuing Penalty (veh) 45 1 1Storage Bay Dist (ft) 40Storage Blk Time (%) 59 41Queuing Penalty (veh) 125 83

C1

AltC1.syn




Movement WB WB WB WB NB NB SBDirections Served T T T TR L LT RMaximum Queue (ft) 204 184 193 196 465 453 52Average Queue (ft) 90 49 115 119 305 278 1795th Queue (ft) 157 111 171 178 509 466 46Link Distance (ft) 226 226 226 226 445 445 72Upstream Blk Time (%) 0 0 0 0 5 1 0Queuing Penalty (veh) 0 0 0 0 27 3 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB EB NB NBDirections Served LT T T TRMaximum Queue (ft) 174 171 215 206Average Queue (ft) 140 132 133 14195th Queue (ft) 190 175 219 217Link Distance (ft) 159 159 178 178Upstream Blk Time (%) 7 3 5 4Queuing Penalty (veh) 33 14 29 22Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)



C1

AltC1.syn




Movement WB WB NB SBDirections Served LT TR LT TRMaximum Queue (ft) 30 34 207 76Average Queue (ft) 1 3 80 3195th Queue (ft) 12 18 156 64Link Distance (ft) 310 310 309 69Upstream Blk Time (%) 1Queuing Penalty (veh) 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB EB NB SBDirections Served LT TR TR LTMaximum Queue (ft) 41 54 110 76Average Queue (ft) 5 7 42 3295th Queue (ft) 26 36 82 63Link Distance (ft) 485 485 233 309Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)



C1

AltC1.syn




Movement EB EBDirections Served T TRMaximum Queue (ft) 48 94Average Queue (ft) 2 1295th Queue (ft) 21 56Link Distance (ft) 230 230Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement NE NEDirections Served R RMaximum Queue (ft) 7 7Average Queue (ft) 0 095th Queue (ft) 5 5Link Distance (ft) 326 326Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)



C1

AltC1.syn




Movement WBDirections Served TMaximum Queue (ft) 6Average Queue (ft) 095th Queue (ft) 4Link Distance (ft) 220Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


C1

AltC1.syn

Tillamook 2030 Future BuildAlternative C (3-Lane EB) 4/21/2009

Tillamook Future 2030_AltC_3LaneEB.syn CH2M HILL4/21/2009 SimTraffic Report




Movement EB EB SB SBDirections Served T TR LT TRMaximum Queue (ft) 397 125 528 509Average Queue (ft) 151 104 301 31295th Queue (ft) 290 148 471 462Link Distance (ft) 491 484 484Upstream Blk Time (%) 0 1 0Queuing Penalty (veh) 0 5 4Storage Bay Dist (ft) 100Storage Blk Time (%) 13 10Queuing Penalty (veh) 37 20



C2 (3-Lane EB)

AltC2.syn




Movement WB WB WB WB NB NB SBDirections Served T T T TR L LT RMaximum Queue (ft) 179 149 182 203 428 409 51Average Queue (ft) 81 50 110 114 228 210 1695th Queue (ft) 146 105 172 176 380 339 44Link Distance (ft) 226 226 226 226 438 438 72Upstream Blk Time (%) 0 0 0 0 0 0 0Queuing Penalty (veh) 0 0 0 0 1 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB EB EB NB NBDirections Served L T T T TRMaximum Queue (ft) 112 164 164 188 190Average Queue (ft) 51 102 105 110 12095th Queue (ft) 96 153 154 183 192Link Distance (ft) 160 160 160 173 173Upstream Blk Time (%) 0 1 0 1 1Queuing Penalty (veh) 0 2 1 6 8Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB EB WB NB NBDirections Served L T TR LT TRMaximum Queue (ft) 75 173 262 452 479Average Queue (ft) 57 62 188 248 25595th Queue (ft) 92 150 294 403 417Link Distance (ft) 164 241 895 895Upstream Blk Time (%) 1 13Queuing Penalty (veh) 3 0Storage Bay Dist (ft) 35Storage Blk Time (%) 49 21Queuing Penalty (veh) 49 28

C2 (3-Lane EB)

AltC2.syn




Movement WB WB NB SBDirections Served LT TR LT TRMaximum Queue (ft) 31 41 178 65Average Queue (ft) 2 3 75 2895th Queue (ft) 15 18 139 56Link Distance (ft) 310 310 309 69Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)





C2 (3-Lane EB)

AltC2.syn






Movement NEDirections Served RMaximum Queue (ft) 12Average Queue (ft) 195th Queue (ft) 11Link Distance (ft) 326Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)



C2 (3-Lane)

AltC2.syn




MovementDirections ServedMaximum Queue (ft)Average Queue (ft)95th Queue (ft)Link Distance (ft)Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


C2 (3-Lane)

AltC2.syn

Tillamook 2030 Future BuildAlternative C: 2-Lane EB, 1-Lane WB 4/21/2009

Tillamook Future 2030_AltC_2EB1WBLane.syn CH2M HILL4/21/2009 SimTraffic Report




Movement EB EB WB SB SBDirections Served T TR T LT TRMaximum Queue (ft) 385 125 165 512 542Average Queue (ft) 174 109 100 342 33095th Queue (ft) 332 147 161 517 510Link Distance (ft) 491 159 487 487Upstream Blk Time (%) 0 1 1 1Queuing Penalty (veh) 0 2 11 4Storage Bay Dist (ft) 100Storage Blk Time (%) 17 12Queuing Penalty (veh) 50 24



C3 (2EB/1WB)

AltC3.syn




Movement WB WB WB WB NB NB SBDirections Served T T T TR L LT RMaximum Queue (ft) 140 100 184 188 218 234 57Average Queue (ft) 66 41 118 124 129 136 1395th Queue (ft) 117 84 172 179 201 205 42Link Distance (ft) 226 226 226 226 430 430 72Upstream Blk Time (%) 0 0Queuing Penalty (veh) 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB EB NB NBDirections Served LT T LT TRMaximum Queue (ft) 173 176 196 195Average Queue (ft) 149 137 127 13495th Queue (ft) 185 178 198 202Link Distance (ft) 159 159 178 178Upstream Blk Time (%) 7 3 2 2Queuing Penalty (veh) 32 15 11 11Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)



C3 (2EB/1WB)

AltC3.syn




Movement WB WB NB SBDirections Served LT TR LT TRMaximum Queue (ft) 33 35 205 74Average Queue (ft) 2 3 80 2695th Queue (ft) 15 19 164 58Link Distance (ft) 310 310 309 69Upstream Blk Time (%) 1 0Queuing Penalty (veh) 1 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)





C3 (2EB/1WB)

AltC3.syn






Movement NEDirections Served RMaximum Queue (ft) 5Average Queue (ft) 095th Queue (ft) 3Link Distance (ft) 326Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)



C3 (2EB/1WB)

AltC3.syn




Movement WBDirections Served TMaximum Queue (ft) 7Average Queue (ft) 095th Queue (ft) 5Link Distance (ft) 220Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


C3 (2EB/1WB)

AltC3.syn

Tillamook 2030 Future BuildAlternative C4 (2-Way 1st) 4/27/2009

Tillamook Future 2030_AltC4.syn CH2M HILL4/27/2009 SimTraffic Report


Movement EB EB WB WB WB WB SB SB B13 B13Directions Served L TR L T R R LT TR T TMaximum Queue (ft) 60 493 160 115 138 136 236 224 928 935Average Queue (ft) 59 335 109 51 64 13 209 208 539 54895th Queue (ft) 61 578 170 103 127 72 225 218 1287 1297Link Distance (ft) 489 126 126 126 126 134 134 1819 1819Upstream Blk Time (%) 15 7 0 1 0 46 44 0 0Queuing Penalty (veh) 0 31 1 2 0 0 0 0 0Storage Bay Dist (ft) 35Storage Blk Time (%) 62 22Queuing Penalty (veh) 99 62


Movement EB EB WB SB SBDirections Served T TR T LT TRMaximum Queue (ft) 365 125 155 436 425Average Queue (ft) 161 106 97 207 21995th Queue (ft) 303 148 153 318 331Link Distance (ft) 491 159 482 482Upstream Blk Time (%) 0 1 0 0Queuing Penalty (veh) 0 1 0 0Storage Bay Dist (ft) 100Storage Blk Time (%) 15 10Queuing Penalty (veh) 44 20






Movement EB WB WB WB WB NB NB SBDirections Served T T T T TR L LT RMaximum Queue (ft) 142 171 127 197 198 248 276 58Average Queue (ft) 107 63 35 110 117 166 167 1995th Queue (ft) 160 123 83 168 176 232 236 52Link Distance (ft) 126 214 214 214 214 417 417 72Upstream Blk Time (%) 8 0 0 0 0 0Queuing Penalty (veh) 20 0 0 0 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB EB NB NBDirections Served LT T LT TRMaximum Queue (ft) 161 147 186 190Average Queue (ft) 98 78 111 12195th Queue (ft) 150 122 182 189Link Distance (ft) 159 159 178 178Upstream Blk Time (%) 1 0 1 1Queuing Penalty (veh) 2 0 7 7Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB EB WB NB NBDirections Served L T TR LT TRMaximum Queue (ft) 75 168 263 541 555Average Queue (ft) 56 56 200 287 28595th Queue (ft) 89 143 312 488 485Link Distance (ft) 164 241 895 895Upstream Blk Time (%) 1 25Queuing Penalty (veh) 3 0Storage Bay Dist (ft) 35Storage Blk Time (%) 42 17Queuing Penalty (veh) 42 23




Movement EB WB WB NB SBDirections Served TR LT TR LT TRMaximum Queue (ft) 33 52 61 298 84Average Queue (ft) 1 5 3 119 3095th Queue (ft) 18 29 25 237 64Link Distance (ft) 218 316 316 301 69Upstream Blk Time (%) 1 1Queuing Penalty (veh) 2 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)










Movement EB NEDirections Served T RMaximum Queue (ft) 153 13Average Queue (ft) 71 095th Queue (ft) 120 7Link Distance (ft) 200 309Upstream Blk Time (%) 0Queuing Penalty (veh) 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)






Movement WB WBDirections Served T TMaximum Queue (ft) 7 7Average Queue (ft) 0 095th Queue (ft) 5 5Link Distance (ft) 218 218Upstream Blk Time (%)Queuing Penalty (veh)Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Tillamook 2030 Future BuildAlternative E 4/21/2009

Tillamook Future 2030_AltE.syn CH2M HILL4/21/2009 SimTraffic Report


Movement EB EB WB WB SB SB B13 B13 B29 B29Directions Served L TR LT R LT TR T T T TMaximum Queue (ft) 65 487 141 78 232 221 665 660 1222 1197Average Queue (ft) 56 331 54 15 211 211 634 637 862 86095th Queue (ft) 76 542 115 50 222 220 735 719 1616 1616Link Distance (ft) 489 135 135 137 137 576 576 1173 1173Upstream Blk Time (%) 8 1 58 57 47 49 34 35Queuing Penalty (veh) 0 3 0 0 0 0 0 0Storage Bay Dist (ft) 35Storage Blk Time (%) 58 38Queuing Penalty (veh) 93 107








Movement EB WB WB WB NB NB SBDirections Served T T T TR L LT RMaximum Queue (ft) 150 72 208 215 476 456 48Average Queue (ft) 97 25 116 126 107 264 1395th Queue (ft) 166 66 194 204 389 481 40Link Distance (ft) 135 222 222 222 400 400 71Upstream Blk Time (%) 10 0 0 1 3 0Queuing Penalty (veh) 23 0 1 3 12 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)








Movement EB WB NB SBDirections Served TR LTR LT TRMaximum Queue (ft) 106 216 179 77Average Queue (ft) 23 45 67 3595th Queue (ft) 129 210 160 80Link Distance (ft) 210 310 287 82Upstream Blk Time (%) 8 10 2 11Queuing Penalty (veh) 16 37 2 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement EB WB NB NB SB SBDirections Served LTR LTR L TR L TRMaximum Queue (ft) 354 240 121 267 122 243Average Queue (ft) 121 165 69 115 37 9595th Queue (ft) 311 317 145 284 99 268Link Distance (ft) 479 220 245 287Upstream Blk Time (%) 0 38 31 13Queuing Penalty (veh) 3 114 0 9Storage Bay Dist (ft) 100 100Storage Blk Time (%) 43 3 1 31Queuing Penalty (veh) 19 1 0 13


Movement EB EB WB WB NBDirections Served T TR T T RMaximum Queue (ft) 46 36 354 352 50Average Queue (ft) 3 2 84 81 2595th Queue (ft) 22 17 343 356 51Link Distance (ft) 52 52 516 516 319Upstream Blk Time (%) 0 0 4 6Queuing Penalty (veh) 0 0 0 0Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)






Movement EB WBDirections Served TR TMaximum Queue (ft) 110 90Average Queue (ft) 11 5095th Queue (ft) 58 115Link Distance (ft) 220 76Upstream Blk Time (%) 0 31Queuing Penalty (veh) 1 93Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)


Movement WB WB NEDirections Served L T RMaximum Queue (ft) 65 75 35Average Queue (ft) 49 42 295th Queue (ft) 73 66 15Link Distance (ft) 52 52 176Upstream Blk Time (%) 14 9Queuing Penalty (veh) 30 19Storage Bay Dist (ft)Storage Blk Time (%)Queuing Penalty (veh)

NCHRP Report 572 Roundabout CalculatorSingle-Lane

Version 1.001/15/08

General & Site InformationAnalyst: Andra HenriquesAgency/Company: CH2M HILLDate: 3/29/2009Project Name: Tillamook: US 101/OR 6 Alt.sIntersection: OR 6 and Miller AvenueAnalysis Time Period: Future Build Alternative AJurisdiction: ODOTYear: 2030

Volumes Roundabout Approach/Entry LegsN (1) NE (2) E (3) SE (4) S (5) SW (6) W (7) NW (8)

Input N (1), vph 0 0 0 0Volumes NE (2), vph 0 0 0 0to Leg # E (3), vph 0 40 170 195

SE (4), vph 0 0 0 0S (5), vph 0 0 20 0

SW (6), vph 230 0 0 0W (7), vph 0 0 0 0

NW (8), vph 210 0 0 0Output Total Vehicles 0 0 440 0 40 190 0 195

Volume Characteristics N NE E SE S SW W NW% Trucks 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0Et 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0

PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92FHV 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000

Entry/Conflicting Flows N NE E SE S SW W NWFlow to Leg # N (1), pcu/h 0 0 0 0 0 0 0 0

NE (2), pcu/h 0 0 0 0 0 0 0 0E (3), pcu/h 0 0 0 0 43 185 0 212

SE (4), pcu/h 0 0 0 0 0 0 0 0S (5), pcu/h 0 0 0 0 0 22 0 0

SW (6), pcu/h 0 0 250 0 0 0 0 0W (7), pcu/h 0 0 0 0 0 0 0 0

NW (8), pcu/h 0 0 228 0 0 0 0 0Entry flow, pcu/h 0 0 478 0 43 207 0 212

Conflicting flow, pcu/h 478 478 0 440 397 212 462 250

Results N NE E SE S SW W NWEntry Capacity, pcu/h NA NA 1130 NA 760 914 NA 880Leg v/c ratio #VALUE! #VALUE! 0.42 #VALUE! 0.06 0.23 #VALUE! 0.24Control Delay, s/pcu #VALUE! #VALUE! 5.5 #VALUE! 5.0 5.1 #VALUE! 5.4LOS #VALUE! #VALUE! A #VALUE! A A #VALUE! A95th Percentile Queue (ft) 0 0 678 0 62 293 0 301

N (1)

SE (4)

NE (2)

E (3)

S (5)

SW (6)

W (7)

NW (8)

North

Oregon Dept of Transportation Transportation Planning Analysis Unit


Version 1.001/15/08

General & Site InformationAnalyst: Andra HenriquesAgency/Company: CH2M HILLDate: 3/29/2009Project Name: Tillamook: US 101/OR 6 Alt.sIntersection: OR 6 and Miller AvenueAnalysis Time Period: Future Build Alternative BJurisdiction: ODOTYear: 2030



SE (4), vph 0 0 0 0S (5), vph 0 0 20 0

SW (6), vph 230 0 0 0W (7), vph 0 0 0 0



PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92FHV 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000


NE (2), pcu/h 0 0 0 0 0 0 0 0E (3), pcu/h 0 0 0 0 43 185 0 212

SE (4), pcu/h 0 0 0 0 0 0 0 0S (5), pcu/h 0 0 0 0 0 22 0 0

SW (6), pcu/h 0 0 250 0 0 0 0 0W (7), pcu/h 0 0 0 0 0 0 0 0




N (1)

SE (4)

NE (2)

E (3)

S (5)

SW (6)

W (7)

NW (8)

North



Version 1.001/15/08

General & Site InformationAnalyst: Andra HenriquesAgency/Company: CH2M HILLDate: 4/27/2009Project Name: Tillamook: US 101/OR 6 Alt.sIntersection: OR 6 and Miller AvenueAnalysis Time Period: Future Build Alternative C4Jurisdiction: ODOTYear: 2030



SE (4), vph 0 0 0 0S (5), vph 0 0 20 0

SW (6), vph 0 0 0 0W (7), vph 0 0 0 0



PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92FHV 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000


NE (2), pcu/h 0 0 0 0 0 0 0 0E (3), pcu/h 0 0 0 0 43 185 0 212

SE (4), pcu/h 0 0 0 0 0 0 0 0S (5), pcu/h 0 0 0 0 0 22 0 0

SW (6), pcu/h 0 0 0 0 0 0 0 0W (7), pcu/h 0 0 0 0 0 0 0 0




N (1)

SE (4)

NE (2)

E (3)

S (5)

SW (6)

W (7)

NW (8)

North



Version 1.001/15/08

General & Site InformationAnalyst: Andra HenriquesAgency/Company: CH2M HILLDate: 3/29/2009Project Name: Tillamook: US 101/OR 6 Alt.sIntersection: OR 6 and Miller AvenueAnalysis Time Period: Future Build Alternative EJurisdiction: ODOTYear: 2030



SE (4), vph 0 0 0 0S (5), vph 0 0 20 0

SW (6), vph 230 0 0 0W (7), vph 0 0 0 0



PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92FHV 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000


NE (2), pcu/h 0 0 0 0 0 0 0 0E (3), pcu/h 0 0 0 0 43 185 0 212

SE (4), pcu/h 0 0 0 0 0 0 0 0S (5), pcu/h 0 0 0 0 0 22 0 0

SW (6), pcu/h 0 0 250 0 0 0 0 0W (7), pcu/h 0 0 0 0 0 0 0 0




N (1)

SE (4)

NE (2)

E (3)

S (5)

SW (6)

W (7)

NW (8)

North


tillamook: us 101/or 6 alternatives...

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