Cover Page RTA. Modal Investigation Report APPENDIX A Transit Maps. April Technical Memorandums 3 and 4

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1 Cover Page RTA Modal Investigation Report APPENDIX A Transit Maps April 2016 Technical Memorandums 3 and 4

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3 Appendix A- Table of Contents Map Page City of Annapolis Transit Services... 1 Anne Arundel Community College Arnold Campus... 2 RTA Route 201/J... 3, 4 MTA Regional Transit Map Northeast Anne Arundel County... 5

4 / / Department of Main St. 6/12/13 BUS ROUTES & MAJOR STOPS Red Route MONDAY SATURDAY Westfield Mall to Eastport via Admiral Drive and Hilltop Lane Anne Arundel Medical Center - Admiral Oaks, Annapolis Marketplace, Hilltop Lane, Eastport Plaza. Yellow Route MONDAY SATURDAY Westfield Mall to Riva Road - Westfield Mall, Housely Road, Riva Road, Truman Parkway, Heritage Court, Admiral Chocrane Drive. Green Route MONDAY SATURDAY Westfield Mall to Eastport via West Street - West Street Library, Church Circle, Main Street, Eastport Plaza. Orange Route MONDAY FRIDAY Downtown Annapolis to Forest Drive via Spa Road - Church Circle, Calvert Street, West Street, Spa Road, Copeland Road, Annapolis Marketplace, Newtowne, Robinwood, Hilltop Lane. Gold Route MONDAY SUNDAY Edgewater to Arnold/AACC via Bestgate and Westfield Mall South River Colony - Maryland Route 2, Admiral Cochrane Drive, Harbor Center, Westfield Mall, Anne Arundel Medical Center, Bestgate Road, Rowe Blvd, Church Circle, Ritchie Highway, Arnold, Anne Arundel Community College, Sojourner-Douglass College, K-Mart at S. River Colony. Brown Route MONDAY SATURDAY Westfield Mall to Eastport via Forest Drive - Forest Drive, Old Solomons Island Road, Copeland Road, Annapolis Marketplace, Newtowne, Robinwood, Bay Forest Center, Eastport Plaza. Purple Route N. MON SAT EVENINGS, SUNDAYS Westfield Mall to Eastport via Annapolis Towne Center & Church Circle - Westfield Mall, Housley Road, Annapolis Towne Center, West Street Library, Church Circle, Main Street, Eastport Plaza. Purple Route S. Westfield Mall to Eastport via Annapolis Towne Center & Church Circle - Westfield Mall, Housley Road, Forest Drive, Annapolis Marketplace, Hilltop Lane, Bay Forest Center, Eastport Plaza. MON SAT EVENINGS, SUNDAYS Please see individual Route Maps for detailed routes and schedules. Fares and Services (Effective 4/30/12) Regular Transit Service and Fares A basic one-way fare is $2.00. A one day, all day pass, for unlimited rides is $4.00. Weekly and Monthly Passes are also available. Reduced Fares Available to seniors 60 years and over, students and disabled persons who walk to a bus stop. This reduced fare is one-half the basic one-way fare. Valid photo ID is required. A valid photo ID includes any government issued photo ID, school issued photo ID and/or Medicare card with any valid government issued photo ID. Paratransit Fare This one-way cash fare is double the basic one-way fare. Bus Policies For Customer Safety & Comfort Normas del autobus Tarifas de Autobus (Efectivo 30 de abril de 2012) Servicio de Tránsito Regular Una tarifa de dirección única básica es $2.00. Un día, paso de todo el día, para viajes ilimitados es de $4.00. Los Pases semanales y Mensuales también están disponibles. Pasajes Reducidos Tarifa reducida para personas mayores de 60 años o más, los estudiantes y las personas discapacitadas que caminan a una parada de autobus. Esta tarifa reducida es una mitad de la tarifa de dirección única básica. Se requiere identificación válida con foto. Una foto de identificación válida incluye cualquier identificación con fotografía emitida por el gobierno, la escuela identificación oficial vigente con fotografía y/o tarjeta de Medicare con cualquier identificación con fotografía emitida por el gobierno. Servicio de paratránsito La tarifa en efectivo de dirección única es doble la tarifa de dirección única básica. 3 Please be at the bus stop five minutes before expected arrival. 3 Por favor presente en el autobus cinco minutos antes de la llegada esperada. 3 Please have your fare ready before boarding. 3 Por favor tenga su precio del billette se prepara abordar antes. 3 No eating food, or drinking beverages of any type. 3 No comer alimento o bebidas potables san prohibidos. 3 No loud or offensive behavior, playing of radios or other audio devices (including cell phones) without earphones. 3 No conducta fuerte ni ofensiva, ni jugar radios o otros dispositivos de audio (incluyendo telefonos celulares) sin audiofonos..

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6 Route 201/J 2 ITT Tech- Hanover 1 Arundel Mills Mall 202, 501, 502, MTA: 17, 201 Dorsey Rd schematic map not to scale Arundel Mills Hawkins Dr Candlewood Rd Leeds Rd Ridge Rd 501 McCormick Dr Connelley Dr Old Telegraph Rd Dorsey Rd 100 Bus Route - Limited Service Bus Route Bus Stop & Timepoint Bus Stop Transfer Routes WB&A Rd Pascal Senior Center Aviation Blvd 3 97 Cromwell Light Rail Station MTA: 14, light rail Maple Ln Oak Ln Glen Burnie Baltimore-Annapolis Blvd Govenor Ritchie Hwy Delaware Ave Kuethe Rd Glen Rd 10 Chester Cir Marley Neck Rd Sun Valley Shopping Center Marley Neck Blvd Phyllis Dr New Freetown Rd Long Hill Rd Faywood Ave 4 Freetown Mountain Rd Freetown Village 5 Whitaker Rd Freetown Rd Welcome Aboard! RTA is your connection to all corners of Central Maryland, including Howard County, Anne Arundel County, City of Laurel and Northern Prince George s County. Hop on and let us take you to work, school, shopping or anywhere else you need to go! FARES Regular Fare (Per Trip)... $2.00 One-Way Reduced... $1.00 Daily Pass (Sold on Bus)... $5.00 Reduced Daily Pass (Sold on Bus) $2.50 Transfer... MTA Charm and WMATA Smartrip Cards accepted at designated shared bus stops. Card must be presented Children Under 5... $1.00 Free BUS SCHEDULE Route 201/J Arundel Mills Mall ITT Tech - Hanover Cromwell Light Rail Station Sun Valley Shopping Center 97 Inclement Weather For information on route changes during inclement weather, contact RTA at or listen for notifications on local radio and television stations. Guaranteed Ride Home When you take RTA to work and you have an emergency, you are eligible for the Guaranteed Ride Home Program through Commuter Connections. To register, call RIDE (7433). Reduced fares are available for seniors, persons with disabilities and a valid medicare card. All customers must pay full fare in order to board the bus. Exact fare is required; please have your fare or pass ready when boarding. Cash refunds are not available. Monthly Passes are available. Contact RTA for more information on fare options. People who have a speech or hearing disability, please use Relay or This schedule was printed on recycled paper using recycled ink. Freetown Village Monday Sunday Service Effective April 1, transitrta.com for RTA transit information Follow us on

7 MONDAY FRIDAY to Freetown Village to Arundel Mills Mall SATURDAY to Freetown Village to Arundel Mills Mall Arundel Mills Mall ITT Tech - Hanover Cromwell Light Rail Station Sun Valley Shopping Center Freetown Village Arrival Freetown Village Departure Sun Valley Shopping Center Cromwell Light Rail Station :30 6:48 7:00 7:14 7:20 6:45 6:53 7:06 7:20 7:25 7:25 7:30 7:45 7:59 8:05 7:30 7:38 7:51 8:05 8:10 8:10 8:15 8:30 8:44 8:50 8:15 8:23 8:36 8:50 8:55 8:55 9:00 9:15 9:29 9:35 9:00 9:08 9:21 9:35 9:40 9:40 9:45 10:00 10:14 10:20 9:45 9:53 10:06 10:20 10:25 10:25 10:30 10:45 10:59 11:05 11:15 11:23 11:36 11:50 11:55 11:55 12:00 12:15 12:29 12:35 12:45 12:53 1:06 1:20 1:25 1:25 1:30 1:45 1:59 2:05 2:15 2:23 2:36 2:50 2:55 2:55 3:00 3:15 3:29 3:35 3:45 3:53 4:06 4:20 4:25 4:25 4:30 4:45 4:59 5:05 4:30 4:38 4:51 5:05 5:10 5:10 5:15 5:30 5:44 5:50 5:15 5:23 5:36 5:50 5:55 5:55 6:00 6:15 6:29 6:35 6:00 6:08 6:21 6:35 6:40 6:40 6:45 7:00 7:14 7:20 6:45 6:53 7:06 7:20 7:25 7:25 7:30 7:45 7:59 8:05 7:30 7:38 7:51 8:15 8:23 8:36 8:50 8:55 8:55 9:00 9:15 9:29 9:35 9:45 9:53 10:06 10:20 10:25 10:25 10:30 10:45 10:59 11:05 11:15 11:23 11:36 11:50 11:55 ITT Tech - Hanover Arundel Mills Mall Arundel Mills Mall ITT Tech - Hanover Cromwell Light Rail Station Sun Valley Shopping Center Freetown Village Arrival Freetown Village Departure Sun Valley Shopping Center Cromwell Light Rail Station :36 8:50 8:55 8:55 9:00 9:15 9:29 9:35 9:45 9:53 10:06 10:20 10:25 10:25 10:30 10:45 10:59 11:05 11:15 11:23 11:36 11:50 11:55 11:55 12:00 12:15 12:29 12:35 12:45 12:53 1:06 1:20 1:25 1:25 1:30 1:45 1:59 2:05 2:15 2:23 2:36 2:50 2:55 2:55 3:00 3:15 3:29 3:35 3:45 3:53 4:06 4:20 4:25 4:25 4:30 4:45 4:59 5:05 5:15 5:23 5:36 5:50 5:55 5:55 6:00 6:15 6:30 7:58 8:09 8:23 8:28 8:35 8:40 8:55 9:10 10:23 10:39 10:53 10:58 SUNDAY 10:33 10:49 11:03 11:08 11:15 11:20 11:35 11:50 1:03 1:19 1:33 1:38 1:45 1:50 2:05 2:20 3:33 3:49 4:03 4:08 4:15 4:20 4:35 4:50 6:03 6:19 6:33 6:38 6:45 6:50 7:05 7:20 ITT Tech - Hanover Arundel Mills Mall On all timetables, bold numerals indicate PM times ADA PARATRANSIT For ADA paratransit service, please call RTA Mobility at MD TRIP (Maryland Transportation Resource Information Point) The TRIP Program offers trip planning, real time bus information, maps and schedules. Please visit or TRIP (8747). Title VI Information The RTA fully complies with Title VI of the Civil Rights Act of For the full policy, Please visit HOLIDAYS On holidays, RTA follows these schedules: New Year s Day No Service Martin Luther King Jr Day Monday Friday President s Day Monday Friday Memorial Day Sunday Independence Day Sunday Labor Day Sunday Columbus Day Monday Friday Veterans Day Monday Friday Thanksgiving Day No Service Christmas Day No Service READING THE SCHEDULE & RIDING THE BUS First, find the schedule for the day of week you wish to travel: MONDAY FRIDAY, SATURDAY or SUNDAY. Next, find the TIMEPOINT closest to your origin and destination. The schedule lists timepoints only; additional stops are available and are not shown in the schedule. BOLD NUMERALS indicate PM times. Finally, look below your timepoint to see when buses depart from that location. Arrive at your bus stop 5 10 minutes early so that we don t miss you! Have your fare ready as the bus approaches. Pay your fare upon boarding and take a seat. Please refrain from eating, drinking and smoking while on the bus. Use earphones if you re listening to music. Enjoy the ride!

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9 Cover Page RTA Modal Investigation Report APPENDIX B Transit Service Descriptions April 2016 Technical Memorandums 3 and 4

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11 Modal Investigation Report January 2016 Appendix B- Table of Contents Section Page 1. Express Rail Regional Rail Subway Other Rapid Transit Electric Bus Water Taxi... 5 Appendix B - Table of Figures Section Page Figure 1 - San Francisco's BART Express Rail... 1 Figure 2 - Toronto's GO Transit Lakeshore Line... 2 Figure 3 - Baltimore's Light Rail Transit... 3 Figure 4 - Cleveland's Bus Rapid Transit... 4 Figure 5 - Electric Bus... 5 Figure 6 - Water Taxi... 6 Page i

12 Appendix B Transit Service Descriptions January Express Rail Express Rail comprises high-speed trains, typically electric, serving primarily longerdistance regional trips with two-way all-day service. Trains typically run on gradeseparated tracks. Some of these may be on existing railway rights-of-way, but dedicated tracks are usually required to eliminate interference with slower traffic (e.g. freight). Express Rail does not currently exist in Canada, but BART in the San Francisco Bay Area is an example. The RER (Réseau Express Régional) network in Paris is another; this is a system made up of former suburban lines linked by new subway sections in the central area. London, England, is planning Figure 1 - San Francisco's BART Express Rail a similar line called CrossRail. Express Rail differs from Regional Rail in its overall performance primarily defined as speed and frequency and the fact that Express Rail is generally electric. Average Speed: Express Rail trains can run at speeds of up to 130 kilometers per hour (km/h) but their average speed ranges between 50 and 80 km/h. Frequency: As low as five (5) minutes. Station Spacing: Stations are generally far apart (2-5 kilometers (km) or more) but possibly less in urban areas. Capacity: The capacity of Express Rail ranges between 25,000 and 40,000 passengers per hour (in the peak hour, per peak direction). Overlap: There may be overlap between Express Rail and more conventional Regional Rail if trains operate close to the same average speed, frequency and capacity. Cost per vehicle: An Express Rail trainset costs approximately $30M Cost per kilometer: The first additional track costs approximately $20-50M per km 2. Regional Rail The Regional Rail category includes rail passenger services that operate on standard railway tracks (as noted above, Express Rail differs mainly from Regional Rail in its overall performance). Trains can share tracks with freight and/or intercity trains, or run on their own. Depending on the infrastructure available and the demand, regional train services can operate all day in both directions at various frequencies, as does the Toronto, Canada GO Transit Lakeshore Line today, or operate in one direction in the morning, returning at night as on several other current GO Transit rail lines. Trains can be pulled by diesel-electric locomotives like current GO Transit trains or by electric locomotives as in New York or Montréal. Railcars can also be self-powered Diesel Multiple Units (DMUs) or Electric Multiple Units (EMUs). The Deux-Montagnes line in Montréal uses EMUs. Average Speed: Trains operate at maximum speeds exceeding 100 km/h, but the typical average speed ranges between 30 and 50 km/h. Frequency: As low as 10 minutes. Station Spacing: Stations are typically about 2-5 km apart, 1

13 Appendix B Transit Service Descriptions January 2016 possibly less in urban areas and more in less populated areas. Capacity: The capacity of regional rail ranges between 5,000 and 20,000 passengers per hour (in the peak hour, per peak direction). Overlap: At the higher end of speed and capacity, Regional Rail services may overlap with Express Rail. At the bottom end, regional rail overlaps with Light Rail Transit, especially with tram-trains, which can function as trains outside of built up areas or to take advantage of an existing rail corridor to provide an express service. Cost per vehicle: A train car costs approximately $2.0M (2-level) Figure 2 - Toronto's GO Transit Lakeshore Line A conventional locomotive costs approximately $2.5M An electric locomotive costs approximately $4.5M Cost per kilometer A kilometer of standard rail track costs approximately $4.0M (assuming use of existing tracks and right-of-way, and excluding land which can cost up to approx. $200 - $500/m2). A kilometer of electrified rail costs approximately $5.0M (includes only wire, catenary structures and substations). 3. Subway Subways are high capacity, heavy rail systems that are fully grade-separated from other traffic and predominantly underground, on fully dedicated tracks. Most subway trains today are operated manually but many new subway lines are now automated. Average Speed: The average speed is 25 to 50 km/h depending on station spacing. Frequency: Station Spacing: Capacity: Overlap: Cost per vehicle: Cost per kilometer: As low as 90 seconds with automated trains. Stations are typically about 500 meters to 1 km apart in dense areas and about 2 km apart in less dense areas. The capacity of subway ranges between 25,000 and 40,000 passengers per hour (in the peak hour, per peak direction). Subways overlap with Express Rail at high speeds, high capacity and wide station spacing. With smaller cars, short station spacing and lower speeds, subway can overlap with Light Rail Transit (LRT) or Automated Guided Transit (AGT). A subway car costs approximately $3M ($18M per 6-car train). A kilometer of subway costs approximately $ M (including stations). 2

14 Appendix B Transit Service Descriptions January Other Rapid Transit Other Rapid Transit is a broad category used in the RTP that includes all other transit modes that completely or mostly operate in their own rights-of-way, protected from mixed traffic. Other Rapid Transit includes Bus Rapid Transit (BRT) and Light Rail Transit (LRT) as well as Automated Guided Transit (AGT). It also includes buses operating in mixed traffic on controlledaccess expressways that employ congestion management such as tolls, thereby allowing the buses to maintain high average speeds. Figure 3 - Baltimore's Light Rail Transit Rapid transit vehicles can be diesel-powered (mostly buses) or electric (LRT, AGT, tramtrains, trolleybuses). Rapid Transit services are typically marketed as premium services with high frequencies, upgraded stop or station amenities, express boarding through all doors, and real-time information systems. Rapid Transit overlaps with subways at the high end of speed and capacity, and with conventional surface transit at the lower end. Automated Guided Transit (AGT), also called Automated Light Rail Transit (ALRT), operates on exclusive rights-of-way, completely protected from traffic, even at intersections. Other forms of Rapid Transit can operate on existing roads, stopping at intersections. Light Rail Transit (LRT) uses dedicated tracks, and trains are protected from traffic but typically stop for other traffic at intersections. Tram-trains are special vehicles that can operate on streetcar tracks in urban settings and on conventional rail tracks outside of urban areas. Their application in North America has been limited to date due to safety standards for vehicles operating in mainline rail corridors. 3

15 Appendix B Transit Service Descriptions January 2016 LRT generally enjoys a more positive image, better ride quality and a stronger positive impact on urban development (and greater opportunities for value capture) than BRT. Particularly in dense urban areas, LRT can provide a more pedestrian-friendly environment, vehicles produce no emissions along the line and much lower noise. LRT is limited to tracks, requires more transfers than buses and offers less service/routing flexibility. o LRT involves longer implementation and requires special facilities and infrastructure (e.g. yards). Figure 4 - Cleveland's Bus Rapid Transit Bus Rapid Transit (BRT) is a premium bus service with the characteristics of Rapid Transit outlined above (protection from traffic, premium vehicles, high frequencies, enhanced station amenities, express boarding, information systems). BRT systems generally operate alongside arterial roads or expressways. BRT vehicles can offer transfer-free service with conventional buses using dedicated busways for only part of the trip, and can offer greater routing and service flexibility as a result. BRT typically uses more specialized or larger vehicles than conventional bus services. Articulated buses can carry up to 200 passengers. BRT can be implemented progressively, as ridership builds. 10 BACKGROUNDER: Transit Technologies Average Speed: Other Rapid Transit vehicles operate at average speeds of km/h (higher for dedicated bus transit ways on controlled-access expressways or in mixed traffic on tolled controlled access expressways). Frequency: Station Spacing: As low as 90 seconds. Approximately 500 meters between stations, which can be higher in less populated areas and lower in heavily populated areas. 4

16 Appendix B Transit Service Descriptions January 2016 Capacity: Between 2,000 and 25,000 passengers per hour (in the peak hour, per peak direction). Cost per vehicle: An AGT/ALRT car costs approximately $3 3.5M. An LRT vehicle costs approximately $3 to $5M per 30m articulated vehicle. A 60-foot BRT bus costs approximately $1M per vehicle Cost per kilometer: o A kilometer of AGT/ALRT costs approximately $150M (assuming elevated guideway and including stations) A kilometer of LRT track costs approximately $35 40M, $150M underground. A kilometer of busway costs approximately $25 50M 5. Electric Bus Due to concerns about diesel-powered buses causing poor air quality, transit systems in the United States are increasingly looking towards different propulsion systems. Though natural gas-powered buses are quickly becoming the norm - a trend that I would expect to accelerate in the future as an enormous amount of natural gas supply has been discovered in the United States, causing a significant decline in the price of the gas - another alternative looked at has been electric buses. Electric buses are powered solely by batteries, and should not be confused Figure 5 - Electric Bus with hybrid buses, which are powered both by batteries and either a gasoline or diesel engine that activates after the bus has gone a certain distance. 6. Water Taxi Water taxis are watercrafts used to provide public or private transport over bodies of water. They are generally utilized in urban areas and can be operated by public agencies, private operators, or in public-private partnerships. Service can be scheduled with multiple stops or on demand to various locations. Water-based transit can be effective in managing transportation demand by providing critical connections and providing new capacity to overburdened roadways. As water taxis are unaffected by traffic congestion, they can provide passengers with immediate connections. They can also provide essential transportation resources in the event of a natural disaster. Integrating water-based transit with land-based transit expands the transportation network to serve a wider variety of needs and provide important connections for communities of all sizes. Baltimore City currently operates a highly-utilized water taxi service. 5

17 Appendix B Transit Service Descriptions January 2016 Figure 6 - Baltimore Water Taxi 6

18 Cover Page RTA Modal Investigation Report APPENDIX C HCM and VISSIM Reports April 2016 Technical Memorandums 3 and 4

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20 APPENDIX C HCM and VISSIM Reports HCM Reports

21 AM 2040 no build College MD 2 4/18/2016 Movement WBL WBR NBT NBR SBL SBT Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 106% 106% 123% 106% 106% 116% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Prot Free NA Perm Prot NA Protected Phases Permitted Phases Free 6 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D A E C F A Approach Delay (s) Approach LOS B E E HCM 2000 Control Delay 50.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.17 Actuated Cycle Length (s) Sum of lost time (s) 22.0 Intersection Capacity Utilization 89.8% ICU Level of Service E

22 PM 2040 no build College MD 2 4/18/2016 Movement WBL WBR NBT NBR SBL SBT Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 106% 106% 123% 106% 106% 116% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type Prot Free NA Perm Prot NA Protected Phases Permitted Phases Free 6 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.07 c0.45 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D A F C F A Approach Delay (s) Approach LOS B F F HCM 2000 Control Delay HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 1.30 Actuated Cycle Length (s) Sum of lost time (s) 22.0 Intersection Capacity Utilization 104.2% ICU Level of Service G

23 AM 2040 no build College Jones Station 4/18/2016 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.00 c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A D D D D Approach Delay (s) Approach LOS A A D D HCM 2000 Control Delay 10.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) Sum of lost time (s) 15.0 Intersection Capacity Utilization 72.3% ICU Level of Service C

24 2040 AM Peak with Widening College at Jones Station 4/18/2016 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A E D E Approach Delay (s) Approach LOS A A E E HCM 2000 Control Delay 8.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.38 Actuated Cycle Length (s) Sum of lost time (s) 15.0 Intersection Capacity Utilization 57.1% ICU Level of Service B

25 PM 2040 no build College Jones Station 4/18/2016 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.00 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A C A A E D D C Approach Delay (s) Approach LOS C A E C HCM 2000 Control Delay 23.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.89 Actuated Cycle Length (s) Sum of lost time (s) 15.0 Intersection Capacity Utilization 79.8% ICU Level of Service D

26 2040 PM Peak with widening College at Jones Station 4/18/2016 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.00 c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A D C C Approach Delay (s) Approach LOS A A D C HCM 2000 Control Delay 13.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 92.9 Sum of lost time (s) 15.0 Intersection Capacity Utilization 63.3% ICU Level of Service B

27 AM 2040 no build College Shore Acres 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+ov Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.04 c v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A B A D Approach Delay (s) Approach LOS A B A D HCM 2000 Control Delay 12.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) Sum of lost time (s) 21.0 Intersection Capacity Utilization 63.7% ICU Level of Service B

28 2040 AM Peak with Widening College at Shore Acres 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+ov Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.02 c v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A E Approach Delay (s) Approach LOS A A A E HCM 2000 Control Delay 6.0 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.35 Actuated Cycle Length (s) Sum of lost time (s) 21.0 Intersection Capacity Utilization 43.8% ICU Level of Service A

29 PM 2040 no build College Shore Acres 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Split NA pm+ov Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c0.41 c c0.00 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A D D Approach Delay (s) Approach LOS A A A D HCM 2000 Control Delay 5.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) Sum of lost time (s) 21.0 Intersection Capacity Utilization 66.6% ICU Level of Service C

30 2040 PM Peak with widening College at Shore Acres 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 100% 106% 100% 100% 106% 100% 100% 100% 100% 100% 100% 100% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Split NA Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.01 c0.22 c v/s Ratio Perm c0.01 v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service A A A A E E Approach Delay (s) Approach LOS A A A E HCM 2000 Control Delay 7.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.34 Actuated Cycle Length (s) Sum of lost time (s) 21.0 Intersection Capacity Utilization 46.7% ICU Level of Service A

31 AM 2040 no build College Bay Dale 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot 0.02 c c0.37 c c0.24 v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D D D E C D D C D E Approach Delay (s) Approach LOS D E D E HCM 2000 Control Delay 50.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) Sum of lost time (s) 20.0 Intersection Capacity Utilization 84.8% ICU Level of Service E

32 2040 AM Peak with Widening College at Bay Dale 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c c0.24 v/s Ratio Perm 0.09 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B C D C C C D C C C E Approach Delay (s) Approach LOS D C D E HCM 2000 Control Delay 36.8 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) Sum of lost time (s) 20.0 Intersection Capacity Utilization 81.4% ICU Level of Service D

33 PM 2040 no build College Bay Dale 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.06 c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service C D A D D B F D C D E Approach Delay (s) Approach LOS D C E D HCM 2000 Control Delay 47.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.08 Actuated Cycle Length (s) Sum of lost time (s) 20.0 Intersection Capacity Utilization 95.5% ICU Level of Service F

34 2040 PM Peak with widening College at Bay Dale 4/18/2016 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hour factor, PHF Growth Factor (vph) 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% 106% Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm pm+pt NA Perm pm+pt NA Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.03 c c v/s Ratio Perm c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service B B B B B B F D C D E Approach Delay (s) Approach LOS B B E D HCM 2000 Control Delay 35.4 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) Sum of lost time (s) 20.0 Intersection Capacity Utilization 77.5% ICU Level of Service D