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Traffic Impact StudyEAWAA PPENDIX TIS RAFFICMPACTTUDY FOR CHS HANHASSENIGHCHOOL C,MN HANHASSEN Prepared for Independent School District 112 by Traffic Data Inc. October 2006 Traffic Impact Study for Chanhassen High School Chanhassen, MN Prepared for Independent School District 112 by Traffic Data Inc. October 18, 2006 I hereby certify that this plan, specification or report was prepared by me or under my direct supervision, and that I am a duly Licensed Professional Engineer under the laws of the State of Minnesota. By: _________________________ Michael P. Spack, P.E. License No. 40936 Date: _________________________ Traffic Data Inc. 3268 Xenwood Ave S St. Louis Park, MN 55416 www.trafficdatainc.com EXECUTIVE SUMMARY Independent School District 112 is proposing to build a new high school east of Lyman Boulevard at Lake Hazeltine Drive in Chanhassen, MN (see Figure 1). The high school will have a capacity of 2,000 students and be open for the 2009 school year. The plan for the high school campus has three access points: 1. A bus/truck only access which will become the northern leg of the existing Lyman Boulevard/Audubon Road South tee intersection. 2. An automobile access which will become the eastern leg of the existing Lyman Boulevard/Lake Hazeltine Drive tee intersection. 3. A new tee intersection access for automobiles on Lyman Boulevard approximately 1,300 feet north of Lake Hazeltine Drive and 700 feet south of the railroad tracks. A large mixed use development is planned southeast of the site and the new Highway 212/312 freeway are both planned to be complete by 2010. These projects will have an impact on traffic near the proposed high school campus. Based on the analyses in this traffic study, traffic generated by the high school campus will be accommodated if the following improvements are made: Construct a traffic signal at the Lyman Boulevard/Lake Hazeltine Drive intersection. Modify the existing signal at the Lyman Boulevard/Audubon Road South intersection for the addition of a north leg to the intersection. Construct the following turn lanes: Left Turn Right Turn Approach LaneLane Southbound Lyman Blvd at North School AccessBypass lane Northbound Lyman Blvd at North School Access 200 feet Westbound North School Access at Lyman Blvd Through lane 300 feet becomes turn lane Southbound Lyman Blvd at Lake Hazeltine Dr 200 feet Northbound Lyman Blvd at Lake Hazeltine Dr 200 feet Eastbound Lake Hazeltine Dr at Lyman Blvd 100 feet Westbound Lake Hazeltine Dr at Lyman Blvd 300 feet Build through/right Eastbound Lyman Blvd at Audubon Rd S 200 feet Westbound Lyman Blvd at Audubon Rd S 200 feet Northbound Audubon Rd S at Lyman Blvd Build (to add through lane) Southbound Audubon Rd S at Lyman Blvd 200 feet Build through/right In addition, operation of the Lyman Boulevard/Gaplin Boulevard and Lyman Boulevard/Audubon Road North intersections should be monitored for potential improvements. Both intersections will likely require traffic signals and additional turn lanes in the future. i Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 No Scale Study Area Proposed Site Chanhassen High School Figure 1 - Location Maps Chanhassen High School Chanhassen, MN Prepared by TDI October, 2006 TABLE OF CONTENTS Executive Summary …………………………………………………………………….. i I. Introduction.…………………………………………………………..................... 1 II. Area Conditions.…………………………………………………………….……... 1 III. Projected Traffic.………………………………………………….....…………..... 7 IV. Traffic Analysis.………………………………………………............................ 23 V. Conclusions…………………………………………......................................... 28 LIST OF FIGURES Figure 1 – Location Maps…………………………………………………………….…ii Figure 2 – Existing Lanes and Traffic Control.……………………………….……....2 Figure 3 – Existing A.M. Peak Hour Traffic Volumes…………………………......... 3 Figure 4 – Existing 2:30 to 3:30 P.M. Hour Traffic Volumes…………………......... 4 Figure 5 – Existing P.M. Peak Hour Traffic Volumes…………………………......... 5 Figure 6 – Existing Daily Traffic Volumes…………………………...…………......... 6 Figure 7 – Trip Distribution.…………………………………..................................... 9 Figure 8 – A.M. Peak Hour Volume Due to Development…................................ 10 Figure 9 – 2:30 to 3:30 P.M. Hour Volume Due to Development …..………….... 11 Figure 10 – P.M. Peak Hour Volume Due to Development..................................12 Figure 11 – Daily Traffic Volume Due to Development........................................ 13 Figure 12 – 2010 No-Build A.M. Peak Hour Traffic Volumes………………......... 14 Figure 13 – 2010 No-Build 2:30 to 3:30 P.M. Hour Traffic Volumes…................ 15 Figure 14 – 2010 No-Build P.M. Peak Hour Traffic Volumes……….................... 16 Figure 15 – 2010 No-Build Daily Traffic Volumes…………………………….........17 Figure 16 – 2010 Build A.M. Peak Hour Traffic Volumes……………...…….........18 Figure 17 – 2010 Build 2:30 to 3:30 P.M. Hour Traffic Volumes……………........ 19 Figure 18 – 2010 Build P.M. Peak Hour Traffic Volumes……………………........ 20 Figure 19 – 2010 Build Daily Traffic Volumes….................................................. 21 Figure 20 – 2030 Build Daily Traffic Volumes…………………………………....... 22 LIST OF TABLES Table 1 – Trip Generation……………………………………………………………… 7 Table 2 – A.M. Peak Hour LOS Results……………………………...……....…..…25 Table 3 – 2:30 to 3:30 P.M. Peak Hour LOS Results………………………….….. 25 Table 4 – P.M. Peak Hour LOS Results…………………………………...……….. 25 Table 5 – Recommended New Turn Lane Lengths............................................. 27 APPENDIX Site Plan Existing Turning Movement Counts Level of Service Calculations iii Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 I. INTRODUCTION The purpose of this study is to analyze the traffic impacts associated with the proposed high school in Chanhassen, MN. The high school will accommodate a maximum of 2,000 students and is planned to be open for the 2009 school year. A site plan for the proposed high school is shown in the Appendix. For analysis purposes, it is anticipated that the school campus will be fully operational in 2010. The Lyman Boulevard/Galpin Boulevard, proposed Lyman Boulevard/Northern School access, Lyman Boulevard/Lake Hazeltine Drive, Lyman Boulevard/Audubon Road South, and Lyman Boulevard/Audubon Road North intersections are studied to determine if the intersections will operate acceptably with the new high school. The intersections will be analyzed during the a.m. peak hour, 2:30 to 3:30 p.m. hour when school is dismissed, and the p.m. peak hour. The Galpin Boulevard, Lyman Boulevard, and Audubon Road corridors near the site are also reviewed. The following scenarios are analyzed: Existing conditions (Year 2006) Year 2010 No-Build Year 2010 Build II. AREA CONDITIONS A. TNSA RANSPORTATION ETWORKTUDYREA The study area consists of the Lyman Boulevard (County Sate Aid Highway – CSAH – 18) corridor from Galpin Boulevard (CSAH 19) on the west to Audubon Road North (CSAH 17) on the east (see Figure 1). Lyman Boulevard is a two lane, rural section roadway with a 50 mph speed limit at the site. Turn lanes or bypass lanes are provided at major intersections. The speed limits on the cross streets within the study corridor range from 30 mph to 50 mph. Existing traffic control, speed limits, and travel lanes for each study intersection are shown on Figure 2. The existing Lyman Boulevard/Galpin Boulevard, Lyman Boulevard/Lake Hazeltine Drive, Lyman Boulevard/Audubon Road South, and Lyman Boulevard/Audubon Road North intersections will be impacted by the development. The a.m. peak hour, 2:30 to 3:30 p.m., and p.m. peak hour turning movement counts were conducted by Traffic Data Inc. in September 2006 at the study intersections (see Figures 3 through 5). Daily traffic volumes for the area roadways from Mn/DOT’s traffic flow maps are shown in Figure 6. This study area is not served by transit with fixed stops. Traffic volumes or patterns in the study are not affected by the presence of transit. 1 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 No Scale Lyman Blvd Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd LEGEND Stop Sign Figure 2 - Signalized Intersection Existing Lanes & Through Traffic Lane Traffic Control Bypass Lane Chanhassen High School Turning Traffic Lane (Right or Left Lane) Chanhassen, MN Low Volume Driveway Prepared by TDI Channelized Right October, 2006 Turn Lane 50 238 No Scale Lyman Blvd 1 91 347 Lyman Blvd Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 34 259481 370 234 Lake Hazeltine Dr 29246 173549 44179 Chanhassen High School LEGEND Chanhassen, MN Septemper, 2006A.M. Peak Hour Turning Movement Count Prepared by TDI source: Traffic Data Inc. October, 2006 74 200 No Scale Lyman Blvd 1 103 253 Lyman Blvd Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 7 103319 383 234 Lake Hazeltine Dr 79100 156369 204287 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI September, 2006 P.M. Peak October, 2006 Hour Turning Movement Count source: Traffic Data Inc. 90 216 No Scale Lyman Blvd 1 76 217 Lyman Blvd Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 21 141522 617 234 Lake Hazeltine Dr 89143 235454 243277 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI September, 2006 P.M. Peak October, 2006 Hour Turning Movement Count source: Traffic Data Inc. No Scale Lyman Blvd 5,600 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 9,100 13,40011,100 Chanhassen High School Chanhassen, MN Prepared by TDI LEGEND October, 2006 2005 Average Annual Daily Traffic Volumes source: Mn/DOT Traffic Flow Maps III. PROJECTED TRAFFIC A. ST ITERAFFIC A trip generation analysis was performed for the high school based on the th methods and rates published in the ITE Trip Generation Manual, 7 Edition. Approximately 1,100 parking stalls are being provided on the high school campus. Based on the operation of other suburban high schools and the Chaska High School (ISD 112’s only existing high school), it is anticipated that 900 vehicles (students and staff) will park during the a.m. peak hour and 800 parked vehicles will leave during the p.m. peak hour. This is in addition to the parents and school buses that drop off students. The trip generation numbers calculated based on the ITE Trip Generation Manual were increased to reflect the number of vehicles expected to use the parking lots. It is assumed traffic for the site will be generated as shown in Table 1. Table 1 –Trip Generation for 2,000 Student High School Campus Vehicles Entering Vehicles Exiting Daily (Weekday) 1,710 1,710 A.M. Peak Hour 1,154 254 2:30 to 3:30 P.M. Hour 179 979 P.M. Peak Hour 132 332 The directional trip distribution for the school campus is shown in Figure 7. The trip distributions are based on data provided by school district staff. The daily, a.m. peak hour, 2:30 to 3:30 p.m. hour, and p.m. peak hour trips generated by the site were distributed to the area roadways per the trip distributions shown in Figure 7. The traffic volumes generated by the school campus during these time frames are shown on Figures 8 through 11. B. OT THERRAFFIC Traffic forecasts were developed for the year 2010 No-Build scenario. Based on historical growth in traffic volumes along Lyman Boulevard, a 2.0% straight-line annual growth rate was applied to the existing traffic volumes. A large mixed use development is anticipated near the school site, south of Lyman Boulevard and east of Audubon Road South. The traffic impacts of that development were documented in the Chanhassen 2005 AUAR dated December 8, 2003. It is anticipated that this development will be complete in 2010. The traffic generated by build of the site was documented in Figure 20 of the AUAR. The new freeway alignment of Highway 212/312 is currently under construction from Eden Prairie to Chaska and is planned to be fully operational by 2008. The traffic study in the Appendix of the Chanhassen 2005 AUAR documented the traffic volumes that are anticipated to be diverted from Lyman Boulevard to the new Highway 212/312. 7 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 The 2010 No-Build traffic forecasts were developed by adding the following components together: Factor the existing traffic volumes to 2010 traffic volumes with a 2% straight line growth rate. Add the traffic from the Chanhassen 2005 AUAR site. Subtract the traffic that will use Highway 212/312 in 2010 instead of Lyman Boulevard, per the Chanhassen 2005 AUAR. This combination is shown as the 2010 No-Build traffic volumes in Figures 12 through 15. The Chanhassen 2005 AUAR documented the changes for the p.m. peak hour, but not the 2:30 to 3:30 p.m. hour. It is assumed that the traffic volumes added by the Chanhassen 2005 AUAR site and the volumes diverted to Highway 212/312 during the 2:30 to 3:30 p.m. hour will be 50% of the p.m. peak hour traffic volumes. This is reflected in the 2010 No-Build traffic volumes in Figure 13. C. TFT OTAL UTURE RAFFIC Traffic forecasts were developed for the year 2010 Build scenario by adding the site generated traffic shown in Figures 8 through 11 to the No-Build volumes shown in Figures 12 through 15. The resultant Build traffic forecasts are shown in Figures 16 through 19. The 2010 daily traffic volumes shown in Figure 19 were factored with a 2.0% straight-line annual growth rate to develop 2030 daily traffic volumes to give Carver County staff a sense of the right-of-way needs for the Lyman Boulevard corridor. These 2030 Build Daily traffic volumes are shown in Figure 20. These are rough forecasts for informational purposes. Carver County is undertaking a large scale traffic forecasting project to determine the ultimate design for the Lyman Boulevard corridor. Unfortunately, those results will not be available until 2007. 8 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 No Scale 10% 25% Lyman Blvd 20% Twin Cities & Western RR 40% Lake Hazeltine Dr Lyman Blvd 5% Figure 7 - Trip Distribution Chanhassen High School Chanhassen, MN Legend Prepared by TDI X% October, 2006 Trip Distributions for High School 30 60 No Scale Lyman Blvd 0 290 Lyman Blvd 80 0 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 101200 0570460 14000 Lake Hazeltine Dr 06050 0130110 0100 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI Changes in A. M. Peak Hour Turning October, 2006 Movement Counts Due to Development 100 240 No Scale Lyman Blvd 0 40 Lyman Blvd 290 0 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 50200 09070 54000 Lake Hazeltine Dr 010200 0490390 0500 Chanhassen High School Chanhassen, MN LEGEND Changes in P. M. Peak Hour Turning Prepared by TDI Movement Counts Due to October, 2006 Development 30 90 No Scale Lyman Blvd 0 30 Lyman Blvd 100 0 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 20100 07050 18000 Lake Hazeltine Dr 01070 0170130 0100 Chanhassen High School Chanhassen, MN LEGEND Changes in P. M. Peak Hour Turning Prepared by TDI Movement Counts Due to October, 2006 Development No Scale Lyman Blvd 900 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 2,1002,1001,500 Chanhassen High School LEGEND Chanhassen, MN Prepared by TDI Average Annual Daily Traffic October, 2006 Volumes Projected 50 320 No Scale Lyman Blvd 1 100 480 Lyman Blvd Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 40 320430 310210 234 Lake Hazeltine Dr 30270 240470 5025070 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI October, 2006 Peak Hour Turning Movement Count Projected 80 250 No Scale Lyman Blvd 1 110 290 Lyman Blvd Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 10 120260 33020 234 Lake Hazeltine Dr 90110 180420 21032010 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI Peak Hour Turning Movement October, 2006 Count Projected 100 290 No Scale Lyman Blvd 1 80 280 Lyman Blvd Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 20 170390 50040 234 Lake Hazeltine Dr 100150 270540 26032010 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI Peak Hour Turning Movement October, 2006 Count Projected No Scale Lyman Blvd 7,200 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 11,000 16,20014,500 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI 2005 Average Annual Daily October, 2006 Traffic Volume Forecasts source: Mn/DOT Traffic Flow Maps 80 380 No Scale Lyman Blvd 100 770 Lyman Blvd 80 0 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 1012040 0890890 140310210 Lake Hazeltine Dr 3060320 0370580 5026070 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI October, 2006 Peak Hour Turning Movement Count Projected 180 490 No Scale Lyman Blvd 110 330 Lyman Blvd 290 0 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 502010 0210330 54033020 Lake Hazeltine Dr 9010310 0670810 21037010 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI Peak Hour Turning Movement Count October, 2006 Projected 130 380 No Scale Lyman Blvd 80 310 Lyman Blvd 100 0 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 201020 0240440 18050040 Lake Hazeltine Dr 10010220 0440670 26033010 Chanhassen High School Chanhassen, MN LEGEND Prepared by TDI Peak Hour Turning Movement Count October, 2006 Projected No Scale Lyman Blvd 8,100 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 13,10018,300 15,900 Chanhassen High School LEGEND Chanhassen, MN Prepared by TDI Average Annual Daily Traffic October, 2006 Volumes Projected No Scale Lyman Blvd 11,300 Twin Cities & Western RR Lake Hazeltine Dr Lyman Blvd 18,30025,60022,300 Chanhassen High School LEGEND Chanhassen, MN Prepared by TDI Average Annual Daily Traffic October, 2006 Volumes Projected IV. TRAFFIC ANALYSIS A. CC APACITY OF ORRIDORS The daily capacity of a roadway depends on many factors such as turn lanes, directional split of traffic, mode split, peaking of traffic, intersection spacing, etc. Basic planning level analyses indicate that a two lane undivided arterial roadway with turn lanes, such as Lyman Boulevard or Audubon Road at the site, can adequately serve up to 17,000 vehicles per day. The existing daily traffic volumes on the Lyman Boulevard, Galpin Boulevard, Audubon Road South, and Audubon Road North corridors near the site are currently below these thresholds. Lyman Boulevard east of Audubon Road South will be near its capacity in both the 2010 No-Build and Build scenarios. By 2030, it is anticipated Lyman Boulevard will remain under the 17,000 vehicles per day capacity west of Lake Hazeltine Drive and over capacity east of Lake Hazeltine Drive. Lyman Boulevard will likely need to be a four lane divided roadway (with turn lanes provided at intersections) east of Lake Hazeltine Drive by 2030. Appropriate right-of-way should be reserved for that corridor. Lyman Boulevard will be able to function as a two lane roadway west of Lake Hazeltine Drive through at least 2030. B. CLSSI APACITY AND EVEL OF ERVICE AT TUDY NTERSECTIONS An intersection capacity analysis was conducted for the existing intersections per theHighway Capacity Manual. Intersections are assigned a “Level of Service” letter grade for the peak hour of traffic based on the number of lanes at the intersection, traffic volumes, and traffic control. Level of Service A (LOS A) represents light traffic flow (free flow conditions) while Level of Service F (LOS F) represents heavy traffic flow (over capacity conditions). LOS D is considered acceptable in urban conditions. The LOS results for the study hours in 2006 are shown in Tables 2 through 4. These are based on the existing traffic control and lane configurations as shown in Figure 2. The existing turning movement volumes from Figures 3 through 5 were used in the LOS calculations. TheChanhassen 2005 AUAR states that right and left turn lanes should be added to the Lyman Boulevard approaches to Audubon Road North. It also states that a traffic signal should be built at the Lyman Boulevard/Audubon Road North intersection when traffic signal warrants are met (per the Minnesota Manual on Uniform Traffic Control Devices). The intersection will meet the peak hour warrant in both the 2010 No-Build and Build scenarios. It is assumed the turn lane and signal improvements will be made by 2010 whether the high school is built or not. The 2010 No-Build LOS grades shown in Tables 2 through 4 were calculated for the 2010 No-Build study hours using the turning movement volumes from Figures 12 through 14. The existing traffic control and lane configurations shown in 23 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 Figure 2 were used as the basis for the LOS calculations. In addition, the turn lane and signal improvements discussed above for the Lyman Boulevard/ Audubon Road North intersection are anticipated to be made by 2010. The 2010 Build LOS grades shown in Tables 2 through 4 were calculated for the 2010 Build study hours using the turning movement volumes from Figures 16 through 18. The existing traffic control and lane configurations shown in Figure 2 were used as the basis for the LOS calculations. In addition, the following changes are assumed to be in place: Lyman Boulevard/North School Access Intersection – the outbound approach from the high school campus will be stop controlled and consist of one shared left/right lane. Lyman Boulevard/Lake Hazeltine Drive Intersection – The eastbound Lake Hazeltine Drive approach will be striped with o an exclusive left turn lane and a through/right lane. The outbound approach from the high school campus will be stop o controlled and consist of an exclusive left turn lane and a through/right lane. Add a southbound to eastbound exclusive left turn lane on Lyman o Boulevard. Add a northbound to eastbound exclusive right turn lane on Lyman o Boulevard. Lyman Boulevard/Audubon Road South Intersection – Add an eastbound to northbound left turn lane on Lyman o Boulevard. Add a westbound to northbound right turn lane on Lyman o Boulevard. Add a northbound through lane on Audubon Road South. o The new southbound approach out of the school campus will o consist of an exclusive left turn lane and a through/right lane. Modify signal to accommodate new lanes. o Lyman Boulevard/Audubon Road North Intersection – Add traffic signal control per the Chanhassen 2005 AUAR. o Add exclusive left and right turn lanes on Lyman Boulevard per the o Chanhassen 2005 AUAR. Build exclusive right turn lanes on the Audubon Road approaches o to the intersection. 24 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 Table 2 – A.M. Peak Hour LOS Results 20102010 IntersectionExistingNo-BuildBuild 1 Lyman Blvd/Galpin Blvd A A F Lyman Blvd/North School Access - - A 2 Lyman Blvd/Lake Hazeltine Dr A A F Lyman Blvd/Audubon Rd S C C D Lyman Blvd/Audubon Rd N A C C 1 Lyman Blvd/Galpin Blvd will operate at LOS B if the intersection is controlled with a traffic signal instead of stop signs on the cross street. 2 Lyman Blvd/Lake Hazeltine Dr will operate at LOS C if the intersection is controlled with a traffic signal instead of stop signs on the cross street. Table 3 – 2:30 to 3:30 P.M. Peak Hour LOS Results 20102010 IntersectionExistingNo-BuildBuild Lyman Blvd/Galpin Blvd A A A Lyman Blvd/North School Access - - A 1 Lyman Blvd/Lake Hazeltine Dr A A F Lyman Blvd/Audubon Rd S C C D Lyman Blvd/Audubon Rd N A B B 1 Lyman Blvd/Lake Hazeltine Dr will operate at LOS D if the intersection is controlled with a traffic signal instead of stop signs on the cross street. Table 4 – P.M. Peak Hour LOS Results 20102010 IntersectionExistingNo-BuildBuild Lyman Blvd/Galpin Blvd A A A Lyman Blvd/North School Access - - A 1 Lyman Blvd/Lake Hazeltine Dr A A F Lyman Blvd/Audubon Rd S D C D Lyman Blvd/Audubon Rd N B C C 1 Lyman Blvd/Lake Hazeltine Dr will operate at LOS C if the intersection is controlled with a traffic signal instead of stop signs on the cross street. The summary reports for the Level of Service analyses are contained in the Appendix. All of the study intersections currently operate acceptably at LOS D or better during the study hours. The Lyman Boulevard/Galpin Boulevard intersection operation breaks down to LOS F in the 2010 Build a.m. peak hour. This can be mitigated to LOS B if the traffic control is changed to a traffic signal. The intersection will meet the peak hour warrant per the Minnesota Manual on Uniform Traffic Control Devices. The Lyman Boulevard/Lake Hazeltine Drive intersection operates at LOS F during all of the study hours if it is controlled with stop signs on Lake Hazeltine Drive. The intersection will operate at LOS D or 25 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 better during all of the study hours if the intersection is controlled with a traffic signal. C. TS RAFFIC AFETY All of the study intersections are controlled with either traffic signals or stop signs. There are no sight distance obstructions at any of the intersections. Each study intersection had 7 or fewer crashes between 2003 and 2005 (full three years) with no discernable patterns. The location of the proposed northern high school access on Lyman Boulevard meets the stopping sight distance requirements for the 50 mph speed limit. The addition of traffic from the high school is not expected to cause safety problems.Because of the high speed limit on Lyman Boulevard, it is recommended that exclusive right and left turn lanes (or a bypass lane at tee intersections) be provided at each Lyman Boulevard ingress to the campus. D. ISC NTERNAL ITEIRCULATION A drop-off/pick-up aisle and circle is provided at the front door of the school as a “car pool” lane. The school buses have their own access and parking area on the southeast side of the school. The students and staff parking their own vehicles are separated from buses and the car pool lane. Site circulation is anticipated to work well and inbound vehicles are not expected to stack out onto Lyman Boulevard. E. RI ECOMMENDED MPROVEMENTS The following improvements are recommended within the study corridor. Traffic Signals Lyman Boulevard/Galpin Boulevard – This intersection should be monitored and a traffic signal should be constructed when traffic signal warrants are met per the Minnesota Manual on Uniform Traffic Control Devices. Lyman Boulevard/Lake Hazeltine Drive – This intersection should be controlled with a traffic signal on opening day of the school. It will meet warrants per the Minnesota Manual on Uniform Traffic Control Devices. Lyman Boulevard/Audubon Road South – The existing signal will need to be modified to accommodate construction of the northern leg of the intersection. Lyman Boulevard/Audubon Road North – The Chanhassen 2005 AUAR noted that this intersection will need to be controlled with a traffic signal, independent of the proposed high school. This intersection should be monitored and a traffic signal should be constructed when traffic signal warrants are met per the Minnesota Manual on Uniform Traffic Control Devices. 26 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 Table 5 – Recommended New Turn Lane Lengths Left Turn Right Turn Approach LaneLane Eastbound Lyman Blvd at Galpin Blvd 200 feet Southbound Lyman Blvd at North School AccessBypass lane Northbound Lyman Blvd at North School Access 200 feet Westbound North School Access at Lyman Blvd Through lane 300 feet becomes turn lane Southbound Lyman Blvd at Lake Hazeltine Dr 200 feet Northbound Lyman Blvd at Lake Hazeltine Dr 200 feet Eastbound Lake Hazeltine Dr at Lyman Blvd 100 feet Westbound Lake Hazeltine Dr at Lyman Blvd 300 feet Build through/right Eastbound Lyman Blvd at Audubon Rd S 200 feet Westbound Lyman Blvd at Audubon Rd S 200 feet Northbound Audubon Rd S at Lyman Blvd Build (to add through lane) Southbound Audubon Rd S at Lyman Blvd 200 feet Build through/right Eastbound Lyman Blvd at Audubon Rd N 200 feet 200 feet Westbound Lyman Blvd at Audubon Rd N 200 feet Northbound Audubon Rd N at Lyman Blvd 200 feet Southbound Audubon Rd N at Lyman Blvd 200 feet F. SI TATUS OF MPROVEMENTS Carver County is currently studying what improvements should be made to the entire Lyman Boulevard corridor. Construction of turn lanes at the school’s access points as well as construction of a traffic signal at the Lyman Boulevard/Lake Hazeltine Drive needs to be complete by opening day of the high school. The other improvements along Lyman Boulevard should be coordinated with Carver County’s reconstruction of the Lyman Boulevard corridor. 27 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 V. CONCLUSIONS A. SR UMMARY OF OADWAYS If traffic volumes grow as anticipated, Lyman Boulevard will ultimately need to be a four lane divided roadway southeast of Lake Hazeltine Drive and a two lane roadway northwest of Lake Hazeltine Drive. Turn lanes will need to be provided at street crossings along the corridor. Right-of-way should be preserved for this ultimate design. B. SIA UMMARY OF NTERSECTION NALYSIS The study intersections will operate acceptably at LOS D or better with the addition of the traffic from the proposed high school if the improvements detailed in this report are made. C. SNI UMMARY OF EEDED MPROVEMENTS Based on the analyses in this traffic study, traffic generated by the Chanhassen High School will be accommodated if the following improvements are made by opening day: Construct a traffic signal at the Lyman Boulevard/Lake Hazeltine Drive intersection. Modify the existing signal at the Lyman Boulevard/Audubon Road South intersection for the addition of a north leg to the intersection. Construct the following turn lanes: Left Turn Right Turn Approach LaneLane Southbound Lyman Blvd at North School AccessBypass lane Northbound Lyman Blvd at North School Access 200 feet Westbound North School Access at Lyman Blvd Through lane 300 feet becomes turn lane Southbound Lyman Blvd at Lake Hazeltine Dr 200 feet Northbound Lyman Blvd at Lake Hazeltine Dr 200 feet Eastbound Lake Hazeltine Dr at Lyman Blvd 100 feet Westbound Lake Hazeltine Dr at Lyman Blvd 300 feet Build through/right Eastbound Lyman Blvd at Audubon Rd S 200 feet Westbound Lyman Blvd at Audubon Rd S 200 feet Northbound Audubon Rd S at Lyman Blvd Build (to add through lane) Southbound Audubon Rd S at Lyman Blvd 200 feet Build through/right In addition, operation of the Lyman Boulevard/Gaplin Boulevard and Lyman Boulevard/Audubon Road North intersections should be monitored for potential improvements as detailed in this report. 28 Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 PPENDIX Chanhassen High School Chanhassen, MN Traffic Impact Study October 2006 Lyman Blvd & Galpin BlvdChanhassen High School 2006 A.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)9134723850146123 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)10138626456162137 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume320659264 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol320659264 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %925581 cM capacity (veh/h)1237364734 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total23025726456299 Volume Left101000162 Volume Right00056137 cSH1237170017001700671 Volume to Capacity0.080.150.160.030.45 Queue Length 95th (ft)700057 Control Delay (s)4.00.00.00.017.3 Lane LOSAC Approach Delay (s)1.90.017.3 Approach LOSC Intersection Summary Average Delay 5.5 Intersection Capacity Utilization 42.8%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2006 A.M. Peak Hour Chanhassen, MN MovementEBLEBRNBLNBTSBTSBR Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)2944334261308188 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)3249371290342209 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume1374342551 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol1374342551 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %689364 cM capacity (veh/h)1027001019 Direction, Lane #EB 1EB 2NB 1NB 2SB 1SB 2 Volume Total3249371290342209 Volume Left320371000 Volume Right049000209 cSH1027001019170017001700 Volume to Capacity0.320.070.360.170.200.12 Queue Length 95th (ft)30642000 Control Delay (s)55.910.510.50.00.00.0 Lane LOSFBB Approach Delay (s)28.55.90.0 Approach LOSD Intersection Summary Average Delay 4.8 Intersection Capacity Utilization 48.0%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2006 A.M. Peak Hour Chanhassen, MN MovementEBTEBRWBLWBTNBLNBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.00 Frt1.000.851.001.001.000.85 Flt Protected1.001.000.951.000.951.00 Satd. Flow (prot)186315831770186317701583 Flt Permitted1.001.000.951.000.951.00 Satd. Flow (perm)186315831770186317701583 Volume (vph)173179370259309579 Peak-hour factor, PHF0.900.900.900.900.900.90 Adj. Flow (vph)192199411288343643 RTOR Reduction (vph)0141000452 Lane Group Flow (vph)19258411288343191 Turn TypePermProtPerm Protected Phases4382 Permitted Phases42 Actuated Green, G (s)20.020.018.742.720.520.5 Effective Green, g (s)21.521.518.744.222.022.0 Actuated g/C Ratio0.290.290.250.600.300.30 Clearance Time (s)5.55.54.05.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.0 Lane Grp Cap (vph)5404594461110525469 v/s Ratio Protc0.10c0.230.15c0.19 v/s Ratio Perm0.040.12 v/c Ratio0.360.130.920.260.650.41 Uniform Delay, d120.919.427.07.222.820.9 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d20.40.124.40.16.22.6 Delay (s)21.319.551.57.329.023.5 Level of ServiceCBDACC Approach Delay (s)20.433.325.4 Approach LOSCCC Intersection Summary HCM Average Control Delay27.1HCM Level of ServiceC HCM Volume to Capacity ratio0.63 Actuated Cycle Length (s) 74.2Sum of lost time (s)12.0 Intersection Capacity Utilization64.3%ICU Level of ServiceC Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2006 A.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)2465494813412154 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)2736105343813171 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume5721386534 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol5721386534 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %738665 cM capacity (veh/h)99797490 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total47740753438184 Volume Left27300013 Volume Right00038171 cSH997170017001700379 Volume to Capacity0.270.240.310.020.49 Queue Length 95th (ft)2800064 Control Delay (s)7.00.00.00.023.1 Lane LOSAC Approach Delay (s)3.80.023.1 Approach LOSC Intersection Summary Average Delay 4.6 Intersection Capacity Utilization 67.8%ICU Level of Service C Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2006 2:30 to 3:30 Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)103253200744152 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)114281222824658 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume304592222 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol304592222 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %918993 cM capacity (veh/h)1253398781 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total20818722282103 Volume Left11400046 Volume Right0008258 cSH1253170017001700902 Volume to Capacity0.090.110.130.050.11 Queue Length 95th (ft)800010 Control Delay (s)4.80.00.00.012.3 Lane LOSAB Approach Delay (s)2.50.012.3 Approach LOSB Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 33.8%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2006 2:30 to 3:30 Hour Chanhassen, MN MovementEBLEBRNBLNBTSBTSBR Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)792046319826135 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)882277022029039 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume650290329 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol650290329 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %797094 cM capacity (veh/h)4097491231 Direction, Lane #EB 1EB 2NB 1NB 2SB 1SB 2 Volume Total882277022029039 Volume Left88070000 Volume Right022700039 cSH4097491231170017001700 Volume to Capacity0.210.300.060.130.170.02 Queue Length 95th (ft)20325000 Control Delay (s)16.211.98.10.00.00.0 Lane LOSCBA Approach Delay (s)13.12.00.0 Approach LOSB Intersection Summary Average Delay 5.0 Intersection Capacity Utilization 33.0%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2006 2:30 to 3:30 Hour Chanhassen, MN MovementEBTEBRWBLWBTNBLNBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.00 Frt1.000.851.001.001.000.85 Flt Protected1.001.000.951.000.951.00 Satd. Flow (prot)186315831770186317701583 Flt Permitted1.001.000.951.000.951.00 Satd. Flow (perm)186315831770186317701583 Volume (vph)156287383103164311 Peak-hour factor, PHF0.900.900.900.900.900.90 Adj. Flow (vph)173319426114182346 RTOR Reduction (vph)0227000244 Lane Group Flow (vph)17392426114182102 Turn TypePermProtPerm Protected Phases4382 Permitted Phases42 Actuated Green, G (s)20.020.019.143.120.420.4 Effective Green, g (s)21.521.519.144.621.921.9 Actuated g/C Ratio0.290.290.260.600.290.29 Clearance Time (s)5.55.54.05.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.0 Lane Grp Cap (vph)5384574541115520465 v/s Ratio Protc0.09c0.240.06c0.10 v/s Ratio Perm0.060.06 v/c Ratio0.320.200.940.100.350.22 Uniform Delay, d120.820.027.16.420.719.8 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d20.30.227.10.01.91.1 Delay (s)21.120.254.26.422.620.9 Level of ServiceCCDACC Approach Delay (s)20.544.121.5 Approach LOSCDC Intersection Summary HCM Average Control Delay29.0HCM Level of ServiceC HCM Volume to Capacity ratio0.52 Actuated Cycle Length (s) 74.5Sum of lost time (s)12.0 Intersection Capacity Utilization64.6%ICU Level of ServiceC Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2006 2:30 to 3:30 Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)100369319712171 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)111410354813190 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume362782354 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol362782354 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %919670 cM capacity (veh/h)1193300642 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total2482733548203 Volume Left11100013 Volume Right0008190 cSH1193170017001700597 Volume to Capacity0.090.160.210.000.34 Queue Length 95th (ft)800038 Control Delay (s)4.20.00.00.014.1 Lane LOSAB Approach Delay (s)2.00.014.1 Approach LOSB Intersection Summary Average Delay 3.6 Intersection Capacity Utilization 51.1%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2006 P.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)76217216907854 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)842412401008760 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume340529240 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol340529240 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %938192 cM capacity (veh/h)1216446761 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total165161240100147 Volume Left8400087 Volume Right00010060 cSH1216170017001700755 Volume to Capacity0.070.090.140.060.19 Queue Length 95th (ft)600018 Control Delay (s)4.50.00.00.013.0 Lane LOSAB Approach Delay (s)2.30.013.0 Approach LOSB Intersection Summary Average Delay 3.3 Intersection Capacity Utilization 33.9%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2006 P.M. Peak Hour Chanhassen, MN MovementEBLEBRNBLNBTSBTSBR Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)892433922527224 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)992704325030227 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume639302329 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol639302329 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %776396 cM capacity (veh/h)4257371231 Direction, Lane #EB 1EB 2NB 1NB 2SB 1SB 2 Volume Total992704325030227 Volume Left99043000 Volume Right027000027 cSH4257371231170017001700 Volume to Capacity0.230.370.040.150.180.02 Queue Length 95th (ft)22423000 Control Delay (s)16.012.78.00.00.00.0 Lane LOSCBA Approach Delay (s)13.61.20.0 Approach LOSB Intersection Summary Average Delay 5.4 Intersection Capacity Utilization 36.0%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2006 P.M. Peak Hour Chanhassen, MN MovementEBTEBRWBLWBTNBLNBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.00 Frt1.000.851.001.001.000.85 Flt Protected1.001.000.951.000.951.00 Satd. Flow (prot)186315831770186317701583 Flt Permitted1.001.000.951.000.951.00 Satd. Flow (perm)186315831770186317701583 Volume (vph)235277617141123360 Peak-hour factor, PHF0.900.900.900.900.900.90 Adj. Flow (vph)261308686157137400 RTOR Reduction (vph)0233000302 Lane Group Flow (vph)2617568615713798 Turn TypePermProtPerm Protected Phases4382 Permitted Phases42 Actuated Green, G (s)20.220.234.158.320.420.4 Effective Green, g (s)21.721.734.159.821.921.9 Actuated g/C Ratio0.240.240.380.670.240.24 Clearance Time (s)5.55.54.05.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.0 Lane Grp Cap (vph)4513836731242432386 v/s Ratio Protc0.14c0.390.08c0.08 v/s Ratio Perm0.050.06 v/c Ratio0.580.191.020.130.320.25 Uniform Delay, d130.027.027.85.427.827.3 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d21.80.239.60.01.91.6 Delay (s)31.827.367.45.529.728.9 Level of ServiceCCEACC Approach Delay (s)29.455.929.1 Approach LOSCEC Intersection Summary HCM Average Control Delay40.8HCM Level of ServiceD HCM Volume to Capacity ratio0.70 Actuated Cycle Length (s) 89.7Sum of lost time (s)12.0 Intersection Capacity Utilization77.5%ICU Level of ServiceD Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2006 P.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)1434545222134241 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)1595045802338268 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume6031150580 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol6031150580 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %847641 cM capacity (veh/h)970160458 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total32733658023306 Volume Left15900038 Volume Right00023268 cSH970170017001700372 Volume to Capacity0.160.200.340.010.82 Queue Length 95th (ft)15000183 Control Delay (s)5.50.00.00.046.5 Lane LOSAE Approach Delay (s)2.70.046.5 Approach LOSE Intersection Summary Average Delay 10.2 Intersection Capacity Utilization 70.9%ICU Level of Service C Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2010 No-Build A.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)10048032050160130 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)11153335656178144 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume411844356 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol411844356 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %903577 cM capacity (veh/h)1144273641 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total28935635656322 Volume Left111000178 Volume Right00056144 cSH1144170017001700494 Volume to Capacity0.100.210.210.030.65 Queue Length 95th (ft)8000116 Control Delay (s)3.80.00.00.027.5 Lane LOSAD Approach Delay (s)1.70.027.5 Approach LOSD Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 51.9%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 No-Build A.M. Peak Hour Chanhassen, MN MovementEBLEBRNBLNBTSBTSBR Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)3050340340440200 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)3356378378489222 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume1622489711 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol1622489711 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %499057 cM capacity (veh/h)65579888 Direction, Lane #EB 1EB 2NB 1NB 2SB 1SB 2 Volume Total3356378378489222 Volume Left330378000 Volume Right056000222 cSH65579888170017001700 Volume to Capacity0.510.100.430.220.290.13 Queue Length 95th (ft)52854000 Control Delay (s)108.311.912.00.00.00.0 Lane LOSFBB Approach Delay (s)48.06.00.0 Approach LOSE Intersection Summary Average Delay 5.7 Intersection Capacity Utilization 55.3%ICU Level of Service B Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2010 No-Build A.M. Peak Hour Chanhassen, MN MovementEBTEBRWBLWBTNBLNBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.00 Frt1.000.851.001.001.000.85 Flt Protected1.001.000.951.000.951.00 Satd. Flow (prot)186315831770186317701583 Flt Permitted1.001.000.951.000.951.00 Satd. Flow (perm)186315831770186317701583 Volume (vph)240250310320360570 Peak-hour factor, PHF0.900.900.900.900.900.90 Adj. Flow (vph)267278344356400633 RTOR Reduction (vph)0198000443 Lane Group Flow (vph)26780344356400190 Turn TypePermProtPerm Protected Phases4382 Permitted Phases42 Actuated Green, G (s)21.521.521.046.522.522.5 Effective Green, g (s)23.023.021.048.024.024.0 Actuated g/C Ratio0.290.290.260.600.300.30 Clearance Time (s)5.55.54.05.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.0 Lane Grp Cap (vph)5364554651118531475 v/s Ratio Protc0.14c0.190.19c0.23 v/s Ratio Perm0.050.12 v/c Ratio0.500.180.740.320.750.40 Uniform Delay, d123.721.427.07.925.322.3 Progression Factor1.001.000.610.371.001.00 Incremental Delay, d23.30.85.40.79.52.5 Delay (s)27.022.221.93.634.924.8 Level of ServiceCCCACC Approach Delay (s)24.612.628.7 Approach LOSCBC Intersection Summary HCM Average Control Delay22.7HCM Level of ServiceC HCM Volume to Capacity ratio0.66 Actuated Cycle Length (s) 80.0Sum of lost time (s)12.0 Intersection Capacity Utilization63.8%ICU Level of ServiceB Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2010 No-Build A.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.000.85 Flt Protected0.951.001.000.951.001.000.951.000.951.00 Satd. Flow (prot)1770186315831770186315831770158317701583 Flt Permitted0.951.001.000.951.001.000.751.000.741.00 Satd. Flow (perm)1770186315831770186315831398158313701583 Volume (vph)270470702104304030090100170 Peak-hour factor, PHF0.900.900.900.900.900.900.900.900.900.900.900.90 Adj. Flow (vph)3005227823347844330100110189 RTOR Reduction (vph)00370023008500161 Lane Group Flow (vph)30052241233478210331501128 Turn TypeProtPermProtPermPermPermPermPerm Protected Phases743826 Permitted Phases482266 Actuated Green, G (s)18.140.540.514.136.536.510.410.410.410.4 Effective Green, g (s)18.142.042.014.138.038.011.911.911.911.9 Actuated g/C Ratio0.230.520.520.180.480.480.150.150.150.15 Clearance Time (s)4.05.55.54.05.55.55.55.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)400978831312885752208235204235 v/s Ratio Protc0.17c0.280.130.26 v/s Ratio Perm0.030.01c0.020.010.010.02 v/c Ratio0.750.530.050.750.540.030.160.060.050.12 Uniform Delay, d128.812.59.331.314.811.229.729.329.229.5 Progression Factor0.910.670.201.001.001.001.001.001.001.00 Incremental Delay, d26.01.60.19.42.40.10.40.10.10.2 Delay (s)32.310.02.040.617.211.230.029.429.329.7 Level of ServiceCBADBBCCCC Approach Delay (s)16.724.129.529.7 Approach LOSBCCC Intersection Summary HCM Average Control Delay21.7HCM Level of ServiceC HCM Volume to Capacity ratio0.54 Actuated Cycle Length (s) 80.0Sum of lost time (s)12.0 Intersection Capacity Utilization55.9%ICU Level of ServiceB Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2010 No-Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)110290250804060 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)122322278894467 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume367683278 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol367683278 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %908791 cM capacity (veh/h)1188343720 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total23021527889111 Volume Left12200044 Volume Right0008967 cSH1188170017001700859 Volume to Capacity0.100.130.160.050.13 Queue Length 95th (ft)900011 Control Delay (s)4.90.00.00.013.1 Lane LOSAB Approach Delay (s)2.50.013.1 Approach LOSB Intersection Summary Average Delay 2.8 Intersection Capacity Utilization 37.7%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 No-Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBLEBRNBLNBTSBTSBR Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)902107024029040 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)1002337826732244 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume744322367 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol744322367 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %726893 cM capacity (veh/h)3577191192 Direction, Lane #EB 1EB 2NB 1NB 2SB 1SB 2 Volume Total1002337826732244 Volume Left100078000 Volume Right023300044 cSH3577191192170017001700 Volume to Capacity0.280.320.070.160.190.03 Queue Length 95th (ft)28355000 Control Delay (s)19.012.48.20.00.00.0 Lane LOSCBA Approach Delay (s)14.41.90.0 Approach LOSB Intersection Summary Average Delay 5.2 Intersection Capacity Utilization 34.9%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2010 No-Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBTEBRWBLWBTNBLNBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.00 Frt1.000.851.001.001.000.85 Flt Protected1.001.000.951.000.951.00 Satd. Flow (prot)186315831770186317701583 Flt Permitted1.001.000.951.000.951.00 Satd. Flow (perm)186315831770186317701583 Volume (vph)180320330120190360 Peak-hour factor, PHF0.900.900.900.900.900.90 Adj. Flow (vph)200356367133211400 RTOR Reduction (vph)0257000300 Lane Group Flow (vph)20099367133211100 Turn TypePermProtPerm Protected Phases4382 Permitted Phases42 Actuated Green, G (s)22.422.428.655.020.020.0 Effective Green, g (s)23.923.928.656.521.521.5 Actuated g/C Ratio0.280.280.330.660.250.25 Clearance Time (s)5.55.54.05.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.0 Lane Grp Cap (vph)5184405891224443396 v/s Ratio Protc0.11c0.210.07c0.12 v/s Ratio Perm0.060.06 v/c Ratio0.390.220.620.110.480.25 Uniform Delay, d125.123.924.25.427.525.8 Progression Factor1.001.000.840.431.001.00 Incremental Delay, d22.21.22.00.23.61.5 Delay (s)27.325.122.32.531.127.3 Level of ServiceCCCACC Approach Delay (s)25.917.028.6 Approach LOSCBC Intersection Summary HCM Average Control Delay24.2HCM Level of ServiceC HCM Volume to Capacity ratio0.50 Actuated Cycle Length (s) 86.0Sum of lost time (s)12.0 Intersection Capacity Utilization61.6%ICU Level of ServiceB Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2010 No-Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.000.85 Flt Protected0.951.001.000.951.001.000.951.000.951.00 Satd. Flow (prot)1770186315831770186315831770158317701583 Flt Permitted0.951.001.000.951.001.000.751.000.751.00 Satd. Flow (perm)1770186315831770186315831398158313981583 Volume (vph)11042010202601010030100180 Peak-hour factor, PHF0.900.900.900.900.900.900.900.900.900.900.900.90 Adj. Flow (vph)12246711222891111033110200 RTOR Reduction (vph)004005002800172 Lane Group Flow (vph)1224677222896011501128 Turn TypeProtPermProtPermPermPermPermPerm Protected Phases743826 Permitted Phases482266 Actuated Green, G (s)11.356.956.93.749.349.310.410.410.410.4 Effective Green, g (s)11.358.458.43.750.850.811.911.911.911.9 Actuated g/C Ratio0.130.680.680.040.590.590.140.140.140.14 Clearance Time (s)4.05.55.54.05.55.55.55.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)23312651075761100935193219193219 v/s Ratio Protc0.07c0.250.010.16 v/s Ratio Perm0.000.000.010.000.01c0.02 v/c Ratio0.520.370.010.290.260.010.060.020.060.13 Uniform Delay, d134.85.94.439.98.57.232.232.032.232.5 Progression Factor0.860.510.311.001.001.001.001.001.001.00 Incremental Delay, d21.80.70.02.10.60.00.10.00.10.3 Delay (s)31.93.71.442.09.17.232.332.132.332.8 Level of ServiceCAADAACCCC Approach Delay (s)9.411.332.132.7 Approach LOSABCC Intersection Summary HCM Average Control Delay15.0HCM Level of ServiceB HCM Volume to Capacity ratio0.36 Actuated Cycle Length (s) 86.0Sum of lost time (s)12.0 Intersection Capacity Utilization48.8%ICU Level of ServiceA Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2010 No-Build P.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)802802901008060 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)893113221118967 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume433656322 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol433656322 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %927690 cM capacity (veh/h)1123367673 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total193207322111156 Volume Left8900089 Volume Right00011167 cSH1123170017001700642 Volume to Capacity0.080.120.190.070.24 Queue Length 95th (ft)600024 Control Delay (s)4.30.00.00.014.9 Lane LOSAB Approach Delay (s)2.10.014.9 Approach LOSB Intersection Summary Average Delay 3.2 Intersection Capacity Utilization 39.8%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 No-Build P.M. Peak Hour Chanhassen, MN MovementEBLEBRNBLNBTSBTSBR Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)1002604029033030 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)1112894432236733 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume778367400 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol778367400 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %685796 cM capacity (veh/h)3516791159 Direction, Lane #EB 1EB 2NB 1NB 2SB 1SB 2 Volume Total1112894432236733 Volume Left111044000 Volume Right028900033 cSH3516791159170017001700 Volume to Capacity0.320.430.040.190.220.02 Queue Length 95th (ft)33533000 Control Delay (s)19.914.28.20.00.00.0 Lane LOSCBA Approach Delay (s)15.81.00.0 Approach LOSC Intersection Summary Average Delay 5.7 Intersection Capacity Utilization 40.1%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2010 No-Build P.M. Peak Hour Chanhassen, MN MovementEBTEBRWBLWBTNBLNBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.00 Frt1.000.851.001.001.000.85 Flt Protected1.001.000.951.000.951.00 Satd. Flow (prot)186315831770186317701583 Flt Permitted1.001.000.951.000.951.00 Satd. Flow (perm)186315831770186317701583 Volume (vph)270320500170160430 Peak-hour factor, PHF0.900.900.900.900.900.90 Adj. Flow (vph)300356556189178478 RTOR Reduction (vph)0267000364 Lane Group Flow (vph)30089556189178114 Turn TypePermProtPerm Protected Phases4382 Permitted Phases42 Actuated Green, G (s)21.021.034.059.020.020.0 Effective Green, g (s)22.522.534.060.521.521.5 Actuated g/C Ratio0.250.250.380.670.240.24 Clearance Time (s)5.55.54.05.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.0 Lane Grp Cap (vph)4663966691252423378 v/s Ratio Protc0.16c0.310.10c0.10 v/s Ratio Perm0.060.07 v/c Ratio0.640.220.830.150.420.30 Uniform Delay, d130.226.825.45.429.028.1 Progression Factor1.001.000.560.361.001.00 Incremental Delay, d26.71.37.70.23.12.0 Delay (s)36.928.121.82.132.030.1 Level of ServiceDCCACC Approach Delay (s)32.116.830.7 Approach LOSCBC Intersection Summary HCM Average Control Delay26.1HCM Level of ServiceC HCM Volume to Capacity ratio0.66 Actuated Cycle Length (s) 90.0Sum of lost time (s)12.0 Intersection Capacity Utilization71.0%ICU Level of ServiceC Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2010 No-Build P.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.000.85 Flt Protected0.951.001.000.951.001.000.951.000.951.00 Satd. Flow (prot)1770186315831770186315831770158317701583 Flt Permitted0.951.001.000.951.001.000.731.000.741.00 Satd. Flow (perm)1770186315831770186315831357158313841583 Volume (vph)15054010403902020060400260 Peak-hour factor, PHF0.900.900.900.900.900.900.900.900.900.900.900.90 Adj. Flow (vph)16760011444332222067440289 RTOR Reduction (vph)0050013004700202 Lane Group Flow (vph)16760064443390222004487 Turn TypeProtPermProtPermPermPermPermPerm Protected Phases743826 Permitted Phases482266 Actuated Green, G (s)16.144.344.35.233.433.425.525.525.525.5 Effective Green, g (s)16.145.845.85.234.934.927.027.027.027.0 Actuated g/C Ratio0.180.510.510.060.390.390.300.300.300.30 Clearance Time (s)4.05.55.54.05.55.55.55.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)317948806102722614407475415475 v/s Ratio Protc0.09c0.320.020.23 v/s Ratio Perm0.000.010.020.010.03c0.05 v/c Ratio0.530.630.010.430.600.010.050.040.110.18 Uniform Delay, d133.516.010.941.022.017.022.422.322.823.3 Progression Factor0.880.510.251.001.001.001.001.001.001.00 Incremental Delay, d21.22.50.02.93.70.00.30.20.50.8 Delay (s)30.610.52.743.925.617.022.722.523.324.2 Level of ServiceCBADCBCCCC Approach Delay (s)14.726.922.524.1 Approach LOSBCCC Intersection Summary HCM Average Control Delay20.5HCM Level of ServiceC HCM Volume to Capacity ratio0.46 Actuated Cycle Length (s) 90.0Sum of lost time (s)8.0 Intersection Capacity Utilization55.1%ICU Level of ServiceB Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2010 Build A.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)10077038080280130 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)11185642289311144 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume5111072422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol5111072422 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %89075 cM capacity (veh/h)1050192580 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total39657042289456 Volume Left111000311 Volume Right00089144 cSH1050170017001700254 Volume to Capacity0.110.340.250.051.79 Queue Length 95th (ft)9000769 Control Delay (s)3.30.00.00.0406.1 Lane LOSAF Approach Delay (s)1.30.0406.1 Approach LOSF Intersection Summary Average Delay 96.4 Intersection Capacity Utilization 69.7%ICU Level of Service C Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & North School AccessChanhassen High School 2010 Build A.M. Peak Hour Chanhassen, MN MovementWBLWBRNBTNBRSBLSBT Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)0803800290760 Peak Hour Factor0.630.630.900.630.630.90 Hourly flow rate (vph)01274220460844 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume2187422422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol2187422422 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1008060 cM capacity (veh/h)306311137 Direction, Lane #WB 1NB 1SB 1 Volume Total1274221305 Volume Left00460 Volume Right12700 cSH63117001137 Volume to Capacity0.200.250.40 Queue Length 95th (ft)19050 Control Delay (s)12.10.09.0 Lane LOSBA Approach Delay (s)12.10.09.0 Approach LOSB Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 91.0%ICU Level of Service E Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 Build A.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Sign ControlStopStopFreeFree Grade0%0%0%0% Volume (veh/h)3005014001034034063060500200 Peak Hour Factor0.900.630.900.630.630.630.900.900.630.630.900.90 Hourly flow rate (vph)33056222016378378100095556222 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume18952879556193521023787781378 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol18952879556193521023787781378 tC, single (s)7.16.56.27.16.56.24.14.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.22.2 p0 queue free %0100900100985581 cM capacity (veh/h)2975312523669839498 Direction, Lane #EB 1EB 2WB 1WB 2NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total335622216378378100095556222 Volume Left3302220378009500 Volume Right05601600100000222 cSH29531256698391700170049817001700 Volume to Capacity1.150.108.930.020.450.220.590.190.330.13 Queue Length 95th (ft)969Err259001800 Control Delay (s)419.712.6Err10.512.80.00.013.90.00.0 Lane LOSFBFBBB Approach Delay (s)165.29333.12.71.5 Approach LOSFF Intersection Summary Average Delay 758.9 Intersection Capacity Utilization 69.6%ICU Level of Service C Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2010 Build A.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.00 Flt Protected0.951.001.000.951.001.000.951.000.95 Satd. Flow (prot)177018631583177018631583177015831770 Flt Permitted0.951.001.000.951.001.000.761.000.76 Satd. Flow (perm)177018631583177018631583141015831410 Volume (vph)6037026031089012042005703000 Peak-hour factor, PHF0.630.900.900.900.900.630.900.630.900.630.630.63 Adj. Flow (vph)9541128934498919046706334800 RTOR Reduction (vph)00199006700435000 Lane Group Flow (vph)954119034498912346701984800 Turn TypeProtPermProtPermPermPermPerm Protected Phases743826 Permitted Phases48226 Actuated Green, G (s)5.626.526.523.043.943.927.027.027.0 Effective Green, g (s)5.628.028.023.045.445.427.027.027.0 Actuated g/C Ratio0.060.310.310.260.500.500.300.300.30 Clearance Time (s)4.05.55.54.05.55.54.04.04.0 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)110580492452940799423475423 v/s Ratio Prot0.05c0.220.19c0.53 v/s Ratio Perm0.060.08c0.330.130.03 v/c Ratio0.860.710.180.761.050.151.100.420.11 Uniform Delay, d141.827.422.631.022.312.031.525.222.8 Progression Factor1.001.001.000.660.500.241.001.001.00 Incremental Delay, d246.07.20.83.535.10.275.02.70.1 Delay (s)87.834.623.524.046.23.1106.527.922.9 Level of ServiceFCCCDAFCC Approach Delay (s)36.935.861.322.9 Approach LOSDDEC Intersection Summary HCM Average Control Delay44.0HCM Level of ServiceD HCM Volume to Capacity ratio1.06 Actuated Cycle Length (s) 90.0Sum of lost time (s)12.0 Intersection Capacity Utilization92.6%ICU Level of ServiceF Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2010 Build A.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.000.85 Flt Protected0.951.001.000.951.001.000.951.000.951.00 Satd. Flow (prot)1770186315831770186315831770158317701583 Flt Permitted0.101.001.000.191.001.000.751.000.741.00 Satd. Flow (perm)19518631583354186315831398158313701583 Volume (vph)320580702108904030090100400 Peak-hour factor, PHF0.900.900.900.900.900.900.900.900.900.900.900.90 Adj. Flow (vph)3566447823398944330100110444 RTOR Reduction (vph)00330015008400268 Lane Group Flow (vph)356644452339892903316011176 Turn Typepm+ptPermpm+ptPermPermPermPermPerm Protected Phases743826 Permitted Phases44882266 Actuated Green, G (s)52.350.850.847.747.747.713.313.313.313.3 Effective Green, g (s)52.352.352.349.249.249.214.814.814.814.8 Actuated g/C Ratio0.580.580.580.550.550.550.160.160.160.16 Clearance Time (s)4.05.55.54.05.55.55.55.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)35810839203651018865230260225260 v/s Ratio Protc0.150.350.08c0.53 v/s Ratio Perm0.420.030.270.020.020.010.01c0.11 v/c Ratio0.990.590.050.640.970.030.140.060.050.68 Uniform Delay, d133.212.18.114.119.79.432.231.731.735.3 Progression Factor0.730.540.281.001.001.001.001.001.001.00 Incremental Delay, d239.21.80.13.622.10.10.30.10.16.8 Delay (s)63.48.32.317.841.89.532.531.831.842.1 Level of ServiceEAABDACCCD Approach Delay (s)26.036.332.041.9 Approach LOSCDCD Intersection Summary HCM Average Control Delay33.2HCM Level of ServiceC HCM Volume to Capacity ratio0.88 Actuated Cycle Length (s) 90.0Sum of lost time (s)8.0 Intersection Capacity Utilization89.9%ICU Level of ServiceE Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2010 Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)1103304901806060 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)1223675442006767 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume744972544 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol744972544 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %866986 cM capacity (veh/h)859214483 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total244244544200133 Volume Left12200067 Volume Right00020067 cSH859170017001700429 Volume to Capacity0.140.140.320.120.31 Queue Length 95th (ft)1200033 Control Delay (s)5.70.00.00.021.4 Lane LOSAC Approach Delay (s)2.80.021.4 Approach LOSC Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 51.4%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & North School AccessChanhassen High School 2010 Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementWBLWBRNBTNBRSBLSBT Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)0290380040350 Peak Hour Factor0.630.630.900.630.630.90 Hourly flow rate (vph)0460422063389 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume938422422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol938422422 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1002794 cM capacity (veh/h)2776311137 Direction, Lane #WB 1NB 1SB 1 Volume Total460422452 Volume Left0063 Volume Right46000 cSH63117001137 Volume to Capacity0.730.250.06 Queue Length 95th (ft)15604 Control Delay (s)24.50.01.7 Lane LOSCA Approach Delay (s)24.50.01.7 Approach LOSC Intersection Summary Average Delay 9.0 Intersection Capacity Utilization 68.6%ICU Level of Service C Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Sign ControlStopStopFreeFree Grade0%0%0%0% Volume (veh/h)900210540050702401001030040 Peak Hour Factor0.900.630.900.630.630.630.900.900.630.630.900.90 Hourly flow rate (vph)1000233857079782671591633344 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked vC, conflicting volume8679463331021832267378425 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol8679463331021832267378425 tC, single (s)7.16.56.27.16.56.24.14.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.22.2 p0 queue free %57100670100909399 cM capacity (veh/h)23024170813528177211811134 Direction, Lane #EB 1EB 2WB 1WB 2NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total10023385779782671591633344 Volume Left1000857078001600 Volume Right0233079001590044 cSH230708135772118117001700113417001700 Volume to Capacity0.430.336.330.100.070.160.090.010.200.03 Queue Length 95th (ft)5136Err9500100 Control Delay (s)32.112.6Err10.28.30.00.08.20.00.0 Lane LOSDBFBAA Approach Delay (s)18.49152.51.30.3 Approach LOSCF Intersection Summary Average Delay 3959.2 Intersection Capacity Utilization 75.9%ICU Level of Service D Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2010 Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.00 Flt Protected0.951.001.000.951.001.000.951.000.95 Satd. Flow (prot)177018631583177018631583177015831770 Flt Permitted0.951.001.000.951.001.000.761.000.76 Satd. Flow (perm)177018631583177018631583141015831410 Volume (vph)1067037033021020200036010000 Peak-hour factor, PHF0.630.900.900.900.900.630.900.630.900.630.630.63 Adj. Flow (vph)1674441136723332222040015900 RTOR Reduction (vph)00176001100319000 Lane Group Flow (vph)167442353672332122208115900 Turn TypeProtPermProtPermPermPermPerm Protected Phases743826 Permitted Phases48226 Actuated Green, G (s)2.843.643.627.468.268.221.521.521.5 Effective Green, g (s)2.845.145.127.469.769.721.521.521.5 Actuated g/C Ratio0.030.430.430.260.660.660.200.200.20 Clearance Time (s)4.05.55.54.05.55.54.04.04.0 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)4779367445812251041286321286 v/s Ratio Prot0.01c0.40c0.210.13 v/s Ratio Perm0.150.01c0.160.050.11 v/c Ratio0.340.940.350.800.190.020.780.250.56 Uniform Delay, d150.729.120.536.87.16.340.035.538.0 Progression Factor1.001.001.000.930.670.391.001.001.00 Incremental Delay, d24.320.01.49.10.30.018.51.92.3 Delay (s)55.049.222.043.55.12.558.437.440.3 Level of ServiceDDCDAAEDD Approach Delay (s)39.727.244.940.3 Approach LOSDCDD Intersection Summary HCM Average Control Delay37.9HCM Level of ServiceD HCM Volume to Capacity ratio0.86 Actuated Cycle Length (s) 106.0Sum of lost time (s)12.0 Intersection Capacity Utilization81.3%ICU Level of ServiceD Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2010 Build 2:30 to 3:30 PM Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.000.85 Flt Protected0.951.001.000.951.001.000.951.000.951.00 Satd. Flow (prot)1770186315831770186315831770158317701583 Flt Permitted0.511.001.000.221.001.000.751.000.751.00 Satd. Flow (perm)94418631583415186315831398158313981583 Volume (vph)31081010203301010030100220 Peak-hour factor, PHF0.900.900.900.900.900.900.900.900.900.900.900.90 Adj. Flow (vph)34490011223671111033110244 RTOR Reduction (vph)003004002900215 Lane Group Flow (vph)3449008223677011401129 Turn Typepm+ptPermpm+ptPermPermPermPermPerm Protected Phases743826 Permitted Phases44882266 Actuated Green, G (s)85.677.377.372.369.569.510.910.910.910.9 Effective Green, g (s)85.678.878.873.871.071.012.412.412.412.4 Actuated g/C Ratio0.810.740.740.700.670.670.120.120.120.12 Clearance Time (s)4.05.55.54.05.55.55.55.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)8451385117732512481060164185164185 v/s Ratio Protc0.04c0.480.000.20 v/s Ratio Perm0.290.010.050.000.010.000.01c0.02 v/c Ratio0.410.650.010.070.290.010.070.020.070.15 Uniform Delay, d14.66.83.515.07.25.841.741.441.742.1 Progression Factor0.230.200.011.001.001.001.001.001.001.00 Incremental Delay, d20.21.50.00.10.60.00.20.00.20.4 Delay (s)1.32.90.015.17.85.841.841.541.842.5 Level of ServiceAAABAADDDD Approach Delay (s)2.48.141.642.4 Approach LOSAADD Intersection Summary HCM Average Control Delay9.7HCM Level of ServiceA HCM Volume to Capacity ratio0.56 Actuated Cycle Length (s) 106.0Sum of lost time (s)8.0 Intersection Capacity Utilization69.3%ICU Level of ServiceC Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2010 Build P.M. Peak Hour Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Sign ControlFreeFreeStop Grade0%0%0% Volume (veh/h)803103801309060 Peak Hour Factor0.900.900.900.900.900.90 Hourly flow rate (vph)8934442214410067 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh)8 Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume567772422 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol567772422 tC, single (s)4.16.86.9 tC, 2 stage (s) tF (s)2.23.53.3 p0 queue free %916789 cM capacity (veh/h)1001306580 Direction, Lane #EB 1EB 2WB 1WB 2SB 1 Volume Total204230422144167 Volume Left89000100 Volume Right00014467 cSH1001170017001700510 Volume to Capacity0.090.140.250.080.33 Queue Length 95th (ft)700035 Control Delay (s)4.40.00.00.018.2 Lane LOSAC Approach Delay (s)2.10.018.2 Approach LOSC Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 45.9%ICU Level of Service A Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & North School AccessChanhassen High School 2010 Build P.M. Peak Hour Chanhassen, MN MovementWBLWBRNBTNBRSBLSBT Lane Configurations Sign ControlStopFreeFree Grade0%0%0% Volume (veh/h)0100410030370 Peak Hour Factor0.630.630.900.630.630.90 Hourly flow rate (vph)0159456048411 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNone Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume962456456 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol962456456 tC, single (s)6.46.24.1 tC, 2 stage (s) tF (s)3.53.32.2 p0 queue free %1007496 cM capacity (veh/h)2726051105 Direction, Lane #WB 1NB 1SB 1 Volume Total159456459 Volume Left0048 Volume Right15900 cSH60517001105 Volume to Capacity0.260.270.04 Queue Length 95th (ft)2603 Control Delay (s)13.10.01.3 Lane LOSBA Approach Delay (s)13.10.01.3 Approach LOSB Intersection Summary Average Delay 2.5 Intersection Capacity Utilization 57.1%ICU Level of Service B Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 Build P.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Sign ControlStopStopFreeFree Grade0%0%0%0% Volume (veh/h)10002601800204029080034030 Peak Hour Factor0.900.630.900.630.630.630.900.900.630.630.900.90 Hourly flow rate (vph)111028928603244322127037833 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median typeNoneNone Median storage veh) Upstream signal (ft)1069 pX, platoon unblocked0.980.980.980.980.980.98 vC, conflicting volume8219163781078822322411449 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol8179143781079819309411439 tC, single (s)7.16.56.27.16.56.24.14.1 tC, 2 stage (s) tF (s)3.54.03.33.54.03.32.22.2 p0 queue free %591005701009696100 cM capacity (veh/h)26925766910629371711481100 Direction, Lane #EB 1EB 2WB 1WB 2NB 1NB 2NB 3SB 1SB 2SB 3 Volume Total1112892863244322127037833 Volume Left111028604400000 Volume Right0289032001270033 cSH269669106717114817001700170017001700 Volume to Capacity0.410.432.700.040.040.190.070.000.220.02 Queue Length 95th (ft)48556633300000 Control Delay (s)27.514.4852.510.38.30.00.00.00.00.0 Lane LOSDBFBA Approach Delay (s)18.1768.30.70.0 Approach LOSCF Intersection Summary Average Delay 155.0 Intersection Capacity Utilization 60.6%ICU Level of Service B Analysis Period (min)15 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd SChanhassen High School 2010 Build P.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.00 Flt Protected0.951.001.000.951.001.000.951.000.95 Satd. Flow (prot)177018631583177018631583177015831770 Flt Permitted0.951.001.000.951.001.000.621.000.76 Satd. Flow (perm)177018631583177018631583115715831410 Volume (vph)104403305002401017004303000 Peak-hour factor, PHF0.630.900.900.900.900.630.900.630.900.630.630.63 Adj. Flow (vph)164893675562671618904784800 RTOR Reduction (vph)0021000600386000 Lane Group Flow (vph)16489157556267101890924800 Turn TypeProtPermProtPermpm+ptPermpm+pt Protected Phases74385216 Permitted Phases48226 Actuated Green, G (s)2.831.831.844.473.473.430.323.121.5 Effective Green, g (s)2.833.333.344.474.974.930.323.121.5 Actuated g/C Ratio0.020.280.280.370.620.620.250.190.18 Clearance Time (s)4.05.55.54.05.55.54.04.04.0 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)415174396551163988333305262 v/s Ratio Prot0.01c0.26c0.310.14c0.040.00 v/s Ratio Perm0.100.01c0.110.060.03 v/c Ratio0.390.950.360.850.230.010.570.300.18 Uniform Delay, d157.842.534.834.79.98.538.641.541.6 Progression Factor1.001.001.000.920.620.441.001.001.00 Incremental Delay, d26.028.22.39.00.40.02.22.50.3 Delay (s)63.870.737.041.06.53.840.844.141.9 Level of ServiceEEDDAADDD Approach Delay (s)56.429.343.141.9 Approach LOSECDD Intersection Summary HCM Average Control Delay43.1HCM Level of ServiceD HCM Volume to Capacity ratio0.80 Actuated Cycle Length (s) 120.0Sum of lost time (s)12.0 Intersection Capacity Utilization76.9%ICU Level of ServiceD Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Audubon Rd NChanhassen High School 2010 Build P.M. Peak Hour Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.001.000.851.001.000.851.000.851.000.85 Flt Protected0.951.001.000.951.001.000.951.000.951.00 Satd. Flow (prot)1770186315831770186315831770158317701583 Flt Permitted0.431.001.000.301.001.000.731.000.741.00 Satd. Flow (perm)79918631583562186315831357158313841583 Volume (vph)22067010404402020060400290 Peak-hour factor, PHF0.900.900.900.900.900.900.900.900.900.900.900.90 Adj. Flow (vph)24474411444892222067440322 RTOR Reduction (vph)002007006000287 Lane Group Flow (vph)24474494448915022704435 Turn Typepm+ptPermpm+ptPermPermPermPermPerm Protected Phases743826 Permitted Phases44882266 Actuated Green, G (s)99.188.088.086.681.081.011.411.411.411.4 Effective Green, g (s)99.189.589.588.182.582.512.912.912.912.9 Actuated g/C Ratio0.830.750.750.730.690.690.110.110.110.11 Clearance Time (s)4.05.55.54.05.55.55.55.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)7621389118146912811088146170149170 v/s Ratio Protc0.03c0.400.000.26 v/s Ratio Perm0.230.010.060.010.020.00c0.030.02 v/c Ratio0.320.540.010.090.380.010.150.040.300.20 Uniform Delay, d15.46.53.910.87.95.948.648.049.448.9 Progression Factor0.440.360.221.001.001.001.001.001.001.00 Incremental Delay, d20.21.10.00.10.90.00.50.11.10.6 Delay (s)2.53.40.910.98.85.949.148.150.549.5 Level of ServiceAAABAADDDD Approach Delay (s)3.28.948.349.6 Approach LOSAADD Intersection Summary HCM Average Control Delay15.2HCM Level of ServiceB HCM Volume to Capacity ratio0.49 Actuated Cycle Length (s) 120.0Sum of lost time (s)8.0 Intersection Capacity Utilization61.9%ICU Level of ServiceB Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Galpin BlvdChanhassen High School 2010 Build A.M. Peak Hour MITIGATE Chanhassen, MN MovementEBLEBTWBTWBRSBLSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.00 Frt1.001.001.000.851.000.85 Flt Protected0.951.001.001.000.951.00 Satd. Flow (prot)177018631863158317701583 Flt Permitted0.951.001.001.000.951.00 Satd. Flow (perm)177018631863158317701583 Volume (vph)10077038080280130 Peak-hour factor, PHF0.900.900.900.900.900.90 Adj. Flow (vph)11185642289311144 RTOR Reduction (vph)000470110 Lane Group Flow (vph)1118564224231134 Turn TypeProtPermPerm Protected Phases7486 Permitted Phases86 Actuated Green, G (s)5.836.426.626.614.114.1 Effective Green, g (s)5.837.928.128.114.114.1 Actuated g/C Ratio0.100.630.470.470.230.23 Clearance Time (s)4.05.55.55.54.04.0 Vehicle Extension (s)3.03.03.03.03.03.0 Lane Grp Cap (vph)1711177873741416372 v/s Ratio Prot0.06c0.460.23c0.18 v/s Ratio Perm0.030.02 v/c Ratio0.650.730.480.060.750.09 Uniform Delay, d126.17.511.08.721.317.9 Progression Factor1.001.001.001.001.001.00 Incremental Delay, d28.22.31.90.17.20.1 Delay (s)34.39.812.98.928.518.0 Level of ServiceCABACB Approach Delay (s)12.612.225.2 Approach LOSBBC Intersection Summary HCM Average Control Delay15.5HCM Level of ServiceB HCM Volume to Capacity ratio0.73 Actuated Cycle Length (s) 60.0Sum of lost time (s)8.0 Intersection Capacity Utilization62.7%ICU Level of ServiceB Analysis Period (min)15 c Critical Lane Group 10/18/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 Build A.M. Peak Hour MITIGATE Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.000.851.000.851.001.000.851.001.000.85 Flt Protected0.951.000.951.000.951.001.000.951.001.00 Satd. Flow (prot)1770158317701583177018631583177018631583 Flt Permitted0.001.000.001.000.951.001.000.951.001.00 Satd. Flow (perm)0158301583177018631583177018631583 Volume (vph)3005014001034034063060500200 Peak-hour factor, PHF0.900.630.900.630.630.630.900.900.630.630.900.90 Adj. Flow (vph)33056222016378378100095556222 RTOR Reduction (vph)05200140003640088 Lane Group Flow (vph)33402222037837863695556134 Turn Typepm+ptpm+ptProtPermProtPerm Protected Phases74385216 Permitted Phases4826 Actuated Green, G (s)13.19.516.913.330.373.673.612.555.855.8 Effective Green, g (s)13.19.516.913.330.375.175.112.557.357.3 Actuated g/C Ratio0.100.070.130.100.230.580.580.100.440.44 Clearance Time (s)4.04.04.04.04.05.55.54.05.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)1781162301624131076914170821698 v/s Ratio Protc0.020.00c0.130.00c0.210.200.05c0.30 v/s Ratio Permc0.400.08 v/c Ratio0.190.040.970.010.920.350.700.560.680.19 Uniform Delay, d153.656.056.352.448.614.519.456.129.022.2 Progression Factor1.001.001.001.000.810.660.811.001.001.00 Incremental Delay, d20.50.149.10.015.40.52.43.94.50.6 Delay (s)54.156.1105.452.554.910.118.060.133.422.8 Level of ServiceDEFDDBBECC Approach Delay (s)55.4101.824.333.6 Approach LOSEFCC Intersection Summary HCM Average Control Delay34.2HCM Level of ServiceC HCM Volume to Capacity ratio0.76 Actuated Cycle Length (s) 130.0Sum of lost time (s)20.0 Intersection Capacity Utilization69.6%ICU Level of ServiceC Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 2:30 to 3:30 PM Hour MITIGATE Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.001.00 Frt1.000.851.000.851.001.000.851.001.000.85 Flt Protected0.951.000.951.000.951.001.000.951.001.00 Satd. Flow (prot)1770158317701583177018631583177018631583 Flt Permitted0.661.000.291.000.951.001.000.951.001.00 Satd. Flow (perm)122915835321583177018631583177018631583 Volume (vph)900210540050702401001030040 Peak-hour factor, PHF0.900.630.900.630.630.630.900.900.630.630.900.90 Adj. Flow (vph)1000233857079782671591633344 RTOR Reduction (vph)021300690001180037 Lane Group Flow (vph)1002008571007826741163337 Turn Typepm+ptpm+ptProtPermProtPerm Protected Phases74385216 Permitted Phases48226 Actuated Green, G (s)62.810.071.514.713.228.228.22.817.817.8 Effective Green, g (s)62.810.071.514.713.229.729.72.819.319.3 Actuated g/C Ratio0.540.090.620.130.110.260.260.020.170.17 Clearance Time (s)4.04.04.04.04.05.55.54.05.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)91213694220120147740543310263 v/s Ratio Prot0.050.01c0.450.010.04c0.140.01c0.18 v/s Ratio Perm0.01c0.110.030.00 v/c Ratio0.110.150.910.050.390.560.100.371.070.03 Uniform Delay, d113.549.123.844.547.737.533.055.748.440.5 Progression Factor1.001.001.001.000.900.871.421.001.001.00 Incremental Delay, d20.10.512.40.11.21.40.15.472.20.0 Delay (s)13.649.636.244.643.933.947.061.1120.640.5 Level of ServiceBDDDDCDEFD Approach Delay (s)38.836.939.6109.2 Approach LOSDDDF Intersection Summary HCM Average Control Delay50.9HCM Level of ServiceD HCM Volume to Capacity ratio0.86 Actuated Cycle Length (s) 116.0Sum of lost time (s)8.0 Intersection Capacity Utilization78.8%ICU Level of ServiceD Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI Lyman Blvd & Lake Hazeltine DrChanhassen High School 2010 Build P.M. Peak Hour MITIGATE Chanhassen, MN MovementEBLEBTEBRWBLWBTWBRNBLNBTNBRSBLSBTSBR Lane Configurations Ideal Flow (vphpl)190019001900190019001900190019001900190019001900 Total Lost time (s)4.04.04.04.04.04.04.04.04.0 Lane Util. Factor1.001.001.001.001.001.001.001.001.00 Frt1.000.851.000.851.001.000.851.000.85 Flt Protected0.951.000.951.000.951.001.001.001.00 Satd. Flow (prot)177015831770158317701863158318631583 Flt Permitted0.561.000.421.000.951.001.001.001.00 Satd. Flow (perm)10421583784158317701863158318631583 Volume (vph)10002601800204029080034030 Peak-hour factor, PHF0.900.630.900.630.630.630.900.900.630.630.900.90 Adj. Flow (vph)111028928603244322127037833 RTOR Reduction (vph)02550029000530018 Lane Group Flow (vph)111340286304432274037815 Turn Typepm+ptpm+ptProtPermProtPerm Protected Phases74385216 Permitted Phases48226 Actuated Green, G (s)35.612.529.69.58.359.959.947.647.6 Effective Green, g (s)35.612.529.69.58.361.461.449.149.1 Actuated g/C Ratio0.340.120.280.090.080.580.580.460.46 Clearance Time (s)4.04.04.04.04.05.55.55.55.5 Vehicle Extension (s)3.03.03.03.03.03.03.03.03.0 Lane Grp Cap (vph)5091874061421391079917863733 v/s Ratio Protc0.050.02c0.130.000.02c0.17c0.20 v/s Ratio Perm0.03c0.060.050.01 v/c Ratio0.220.180.700.020.320.300.080.440.02 Uniform Delay, d125.042.141.544.046.211.39.819.215.4 Progression Factor1.001.001.001.000.880.711.221.001.00 Incremental Delay, d20.20.55.50.11.30.70.21.60.1 Delay (s)25.242.647.044.141.88.712.220.815.5 Level of ServiceCDDDDABCB Approach Delay (s)37.846.712.620.3 Approach LOSDDBC Intersection Summary HCM Average Control Delay27.4HCM Level of ServiceC HCM Volume to Capacity ratio0.53 Actuated Cycle Length (s) 106.0Sum of lost time (s)20.0 Intersection Capacity Utilization63.1%ICU Level of ServiceB Analysis Period (min)15 c Critical Lane Group 10/17/2006Synchro 6 Report Page 1 TDI