Ridge Road Signal Retiming - dot.state.oh.us Formal... · August 2016 . Ridge Road Signal Timing 1 1. Existing Traffic Signal System ... and main street minimum greens are set to

Signal Timing and Phasing Program

Ridge Road Signal Retiming

Brookpark Road to Northcliff Avenue Brooklyn, Ohio

Final Report August 2016

Ridge Road Signal Timing

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1. Existing Traffic Signal System This study analyzes 5 signalized intersections along Ridge Road and 1 signalized intersection on Brookpark Road in Brooklyn, Ohio. Figure 1.1 below shows a map of the intersections in the study and Table 1.1 below lists the signalized intersections included in the project.

Figure 1.1: Study Area Signalized Intersections

Table 1.1: Study Area Signalized Intersections

# Intersection Maintaining Agency Controller Type

1 Ridge Road at Brookpark Road Brooklyn Econolite ASC/2s-2100

2 Ridge Road at Best Buy Brooklyn Econolite ASC/2s-2100

3 Ridge Road at I-480 EB Exit Brooklyn Econolite ASC/3-2100

4 Ridge Road at I-480 WB Exit Brooklyn Econolite ASC/3-2100

5 Ridge Road at Northcliff Avenue Brooklyn Econolite ASC/3-2100

6 Brookpark Road at Best Buy Brooklyn Crouse-Hinds FUA 310


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The master controller for the signal system is at Ridge Road and Biddulph Road. There is no phone line or any communication at any intersection in the study area.

Recently a retiming study was completed by TMS Engineers, Inc. on Ridge Road from the I-480 EB Ramp north to Memphis Avenue. As part of the current study, TEC reviewed the optimized timing completed by TMS Engineers in addition to the pre-existing timing at the remaining intersections south of the I-480 EB Ramp: Ridge at Best Buy, Ridge at Brookpark, and Brookpark at Best Buy. The pre-existing coordination timing plans for the intersections in this study were as follows in Tables 1.2-1.4.

Table 1.2: EB Ramp to Northcliff TOD Plans

Weekday EB ramp to Northcliff

Time Plan Cycle Length

12 AM - 7 AM 5 (0) 90

7 AM - 9 AM 6 (0) 105

9 AM - 11 AM 5 (0) 90

11 AM - 7 PM 7 (0) 115

7 PM - 12 AM 5 (0) 90

Weekend Plan Cycle Length

All Day 5 90

Table 1.3: Ridge & Best Buy TOD Plans

Weekday Best Buy

Time Plan Cycle

Length

12 AM - 6:30 AM 1 (111) 120

6:30 AM - 9 AM 2 (222) 150

9 AM - 3:30 PM 1 (111) 120

3:30 PM - 6:30 PM 3 (333) 150

6:30 PM - 10 PM 1 (111) 120

10 PM - 12 AM Free Free

Weekend Plan Cycle

Length

12 AM - 9 AM Free Free

9 AM - 11 AM 1 (111) 120

11 AM - 6 PM 3 (333) 150

6 PM - 10 PM 1 (111) 120

10 PM - 12 AM Free Free


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Table 1.4: Ridge & Brookpark TOD Plans

Weekday Brookpark

Time Plan Cycle

Length

12 AM - 6:30 AM 1 (111) 120

6:30 AM - 9 AM 2 (222) 150

9 AM - 3:30 PM 1 (111) 120

3:30 PM - 6:30 PM 3 (333) 150

6:30 PM - 10 PM 1 (111) 120

10 PM - 12 AM 1 (111) 120

Weekend Plan Cycle

Length

12 AM - 9 AM 1 (111) 120

9 AM - 11 AM 1 (111) 120

11 AM - 6 PM 3 (333) 150

6 PM - 10 PM 1 (111) 120

10 PM - 12 AM 1 (111) 120

With the timing implemented by TMS and the timing running currently at Ridge/Best Buy and

Ridge/Brookpark, this signal system was not running in full coordination. The scope of the current study

was limited to the Ridge/Northcliff intersection for the northern most signal, and did not take into

consideration the signals in this system north of Northcliff. It was determined that due to the proximity

of the signal at the northern access to Ridge Park Square to the Northcliff Avenue signal, the extra signal

at Ridge Park Square and Ridge Road should be added to the signal retiming. For this system to run fully

in coordination, the signals from Memphis south to Brookpark along Ridge Road would need retiming.

2. Traffic Volumes TEC completed mechanical tube counts during October 2015 for 3 weekdays and a weekend.

Additionally, ODOT provided Miovision turning movement counts completed during November 2015

based on peak hours determined by the mechanical counts. The “northbound” counter was placed on

Ridge Road north of Brookpark and the “southbound” counter was placed on Ridge Road south of

Brookpark; both counts are the exiting volumes from Ridge at Brookpark. Figure 2.1 below shows the

graphical representation of the mechanical tube counts. All count data is located in Appendix A.


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Figure 2.1: Mechanical Tube Counts Graph (Tuesday, 10/27/15)

Figure 2.2: Mechanical Tube Counts Graph (Saturday, 10/24/15)

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3. Signal Warrant Analysis at Brookpark & Best Buy As part of this re-timing study, it was requested that TEC complete a traffic signal warrant study for the intersection of Brookpark & Best Buy. Appendix E contains the signal warrant analysis for this signal. Based on various warrant analysis methods, using main street and side street traffic volumes, this intersection does not warrant a traffic signal.

4. Existing Signal Operation Analysis Before any changes were made to coordination timing, TEC analyzed the local timing parameters to ensure safe signal operation for both motorists and pedestrians.

A. Local Timing

Vehicular Clearance The clearance time (yellow + all red) check was done for each approach of the study intersections. The methodologies prescribed in the ITE Manual of Traffic Signal Design (contained in ODOT TEM) were used to calculate recommended yellow and red clearance times for each approach. In general, the vehicle clearance intervals of the signals re-timed by TMS are set to 4 seconds for yellow and 2 seconds for red, with some red intervals set to 1.5 and 2.5 seconds. The intervals set to 1.5 and 2.5 are recommended to be 2 seconds; there are not other recommendations to those intervals. At the Best Buy and Brookpark intersections, yellow times of 4 seconds are recommended to satisfy the total calculated clearance interval. These recommendations, and existing intervals, are detailed in Appendix B. Pedestrian Clearance All pedestrian clearance intervals were calculated per the OMUTCD (4E.06). Walk times are based on

crosswalk length and distance from the push button, while Flashing Don’t Walk times are a function of

the Walk interval and length of crosswalk. Using the specified calculations, the pedestrian clearance

intervals at the I-480 ramps change minimally, while the intervals at Ridge and Northcliff generally

decrease or remain similar, and the pedestrian intervals at Ridge and Brookpark increase greatly. The

pedestrian clearance recommendations, and existing intervals, can also be found in Appendix B.

Scaled drawings of intersection paths and crosswalk paths can be found in Appendix D.

Phase Timing Data Minimum Green Times vary throughout the corridor. Protected left turn movements are set to 5-8 seconds; side streets are set to 7-10 seconds; and main street minimum greens are set to 19-24 seconds. There were no recommendations for changes to the minimum green times. Vehicle Extension Times were set to 3-5 seconds for applicable phases and no recommendations were made for changes. Currently only one detector has a set time for Detector Delay. The detector for EB Northcliff has a detector delay of 15 seconds. For left turn detectors, a 3 second detector delay is recommended and for side street detectors a delay of 10 seconds is recommended for the possibility of traffic turning right on red.


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Additionally, at the time of inspection, the I-480 ramps did not have detection. ODOT District 12 has assisted the City with obtaining radar-based detection for both intersections. All existing parameters and any recommendations can be found in Appendix C.

B. Synchro Models

The traffic modeling and analysis software, Synchro 8 (in addition to Simtraffic), was used to model signal operation during the AM, Midday, and PM peak hours within the study area. For signalized intersections, the Level of Service (LOS) of an intersection is directly related to the average total delay per vehicle. The total delay is the sum of control delay and queue delay. Control delay is the component of delay caused by the downstream control device and is calculated using the Percentile Delay Method. Queue delay is an analysis of the affects of queues and blocking on short links and short turning bays. LOS is defined in terms of delay and is a measure of driver discomfort and intersection performance with respect to vehicular capacity and quality of service provided to road users. Delay refers to total average stopped delay experienced by motorists at the referenced intersection. The level of service is classified into six different levels, ranging from A to F. Table 4.1 shows the definitions of each level.

Table 4.1: Level of Service Classifications

Level of Service Description Delay

A Very low delay <10 seconds per vehicle

B Good progression 10-20 seconds per vehicle

C Limit of acceptable delay 20-35 seconds per vehicle

D Start of traffic breakdown 35-55 seconds per vehicle

E High delay 55-80 seconds per vehicle

F Congested conditions, unacceptable delay >80 seconds per vehicle

To model each peak hour (AM: 7:15-8:15; MID: 12:00-1:00; PM: 4:30-5:30), TEC utilized turning

movement counts provided by ODOT, and a combination of timing provided by TMS Engineers

(Northcliff-I480 EB Ramp) and timing uploaded by a technician in the field (Best Buy & Brookpark). The

traffic signal at Brookpark and Best Buy was not included in this analysis because it does not warrant a

signal and is currently in flash operation. Below are the analysis results; all delays are in seconds. Full

Synchro results for the existing and proposed timing can be found in Appendix F.

Table 4.2: Pre-Study Overall Signal Delays

Pre-Study

Intersection Delay & LOS

AM Midday PM

LOS Delay LOS Delay LOS Delay

Ridge & Brookpark D 45.8 D 36.2 D 47.8

Ridge & Best Buy A 7.7 B 15.6 C 20.2

Ridge & I480 EB C 26.7 C 21.7 C 26.9

Ridge & I-480 WB C 26.1 C 26.2 D 49.0

Ridge & Northcliff B 11.2 C 25.4 C 24.1


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Throughout the day, Ridge and Brookpark operated with a LOS of “D” while the rest of the signals

operated with acceptable delay. The one exception was the signal at the I-480 WB ramp during the PM

peak, which operated with a LOS of “D.”

An additional metric of signal timing and coordination along a corridor (in this case, Ridge Road from

Brookpark to Northcliff) provided by Synchro is the Arterial Level of Service. This metric for the pre-

study conditions is below in Table 4.3:

Table 4.3: Pre-Study Arterial LOS and Delay

AM MID PM

NB SB NB SB NB SB

Travel Time (sec) 187.1 154.6 197.8 181.9 231.3 205.6

Signal Delay (sec) 72.6 66.0 76.6 93.6 105.5 117.3

Arterial Speed (mph) 17.5 13.1 19.2 11.1 17.1 9.8

Arterial LOS D C C D D D

5. Proposed Signal Timing Analysis The challenge of coordinating the signals in this corridor was the proximity of the ramp intersections

(350’ apart) and the Best Buy/Ridge and Brookpark/Ridge intersections (300’ apart) to each other.

Additionally, cycle lengths in this corridor were limited due to the lack of detection at Ridge and

Brookpark. Currently there is no side street detection on Brookpark, meaning the phases on Brookpark

must run the same split each cycle, regardless of demand. This issue is compounded due to high

pedestrian clearance intervals and no pushbuttons. The combination of these issues forces Brookpark

to run a minimum 47 second split time all day, limiting the green time of protected left turns and

northbound/southbound Ridge Road.

In order to accommodate the long split on Brookpark Avenue, this intersection must run a cycle length

longer than is necessary at other signals along the corridor. Therefore, TEC used two different methods

to model proposed timing. The first alternative used a single cycle length for each of the 5 signals, while

the second alternative used a longer cycle length at Ridge/Brookpark and Ridge/ Best Buy, and shorter

cycle length for the rest of the signals on the corridor. The results of the analysis are in the following

tables.

Table 5.1: Proposed Cycle Lengths by Peak and Proposed Alternative

Cycle Lengths AM MID PM

Intersection ALT 1 ALT 2 ALT 1 ALT 2 ALT 1 ALT 2

Ridge & Brookpark 150 150 135 150 130 150

Ridge & Best Buy 150 150 135 150 130 150

Ridge & I480 EB 150 100 135 100 130 100

Ridge & I-480 WB 150 100 135 100 130 100

Ridge & Northcliff 150 100 135 100 130 100


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Table 5.2: AM Pre-Study VS. Proposed Timing Signal Delays

AM PEAK

Pre-Study ALT 1 Δ Delay

Pre-Study ALT 2 Δ Delay

Intersection LOS Delay LOS Delay LOS Delay LOS Delay

Ridge & Brookpark D 45.8 D 48.4 2.6 D 45.8 D 46.8 1.0

Ridge & Best Buy A 7.7 A 4.9 -2.8 A 7.7 A 5.9 -1.8

Ridge & I480 EB C 26.7 C 31.5 4.8 C 26.7 C 24.3 -2.4

Ridge & I-480 WB C 26.1 C 30.0 3.9 C 26.1 C 21.7 -4.4

Ridge & Northcliff B 11.2 B 10.8 -0.4 B 11.2 B 10.9 -0.3

Totals 117.5 125.6 8.1 117.5 109.6 -7.9

Table 5.3: MID Pre-Study VS. Proposed Timing Signal Delays

MID PEAK

Pre-Study ALT 1

Δ Delay Pre-Study ALT 2

Δ Delay Intersection LOS Delay LOS Delay LOS Delay LOS Delay

Ridge & Brookpark D 36.2 D 42.3 6.1 D 36.2 D 40.6 4.4

Ridge & Best Buy B 15.6 B 11.4 -4.2 B 15.6 B 13.6 -2.0

Ridge & I480 EB C 21.7 C 21.8 0.1 C 21.7 B 16.5 -5.2

Ridge & I-480 WB C 26.2 C 27.7 1.5 C 26.2 C 20.4 -5.8

Ridge & Northcliff C 25.4 C 26.7 1.3 C 25.4 C 26.2 0.8

Totals 125.1 129.9 4.8 125.1 117.3 -7.8

Table 5.4: PM Pre-Study VS. Proposed Timing Signal Delays

PM PEAK

Pre-Study ALT 1

Δ Delay Pre-Study ALT 2

Δ Delay Intersection LOS Delay LOS Delay LOS Delay LOS Delay

Ridge & Brookpark D 47.8 D 45.3 -2.5 D 47.8 D 42.5 -5.3

Ridge & Best Buy C 20.2 B 15.1 -5.1 C 20.2 B 18.1 -2.1

Ridge & I480 EB C 26.9 B 18.1 -8.8 C 26.9 B 17.7 -9.2

Ridge & I-480 WB D 49.0 D 41.4 -7.6 D 49.0 D 38.3 -10.7

Ridge & Northcliff C 24.1 C 23.0 -1.1 C 24.1 C 23.4 -0.7

Totals 168.0 142.9 -25.1 168.0 140.0 -28.0

Of all peaks analyzed, the PM peak showed the greatest improvements to delay and level of service with

both timing alternatives. In each peak hour model though, Alternative 2 provided the smallest overall

signal delay throughout the corridor. Alternative 2 allows the signal at Brookpark to run a longer cycle

length to accommodate pedestrian intervals (and the lack of detection), while also enabling the signals

at the I-480 ramps to cycle faster and reduce queues. In addition to the LOS and delay per intersection

is the Arterial Level of Service metric, provided in the following tables.


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Table 5.5: AM Pre-Study VS. Proposed Timing Arterial Level of Service

AM

Northbound Southbound

Pre-Study

ALT 1 %Δ Pre-

Study ALT 1 %Δ

Travel Time (sec) 187.1 187.1 0% 154.6 147.3 -5%

Signal Delay (sec) 72.6 72.4 0% 66.0 59.0 -11%

Arterial Speed (mph) 17.5 17.5 0% 13.1 13.7 5%

Arterial LOS D D C C

AM


Pre-Study

ALT 2 %Δ Pre-

Study ALT 2 %Δ

Travel Time (sec) 187.1 188.9 1% 154.6 151.3 -2%

Signal Delay (sec) 72.6 74.1 2% 66.0 63.0 -5%

Arterial Speed (mph) 17.5 17.4 -1% 13.1 13.3 2%

Arterial LOS D D C C

Table 5.6: MID Pre-Study VS. Proposed Timing Arterial Level of Service

MID


Pre-Study

ALT 1 %Δ Pre-

Study ALT 1 %Δ

Travel Time (sec) 197.8 197.7 0% 181.9 182.4 0%

Signal Delay (sec) 76.6 76.6 0% 93.6 94.1 1%

Arterial Speed (mph) 19.2 19.1 -1% 11.1 11.0 -1%

Arterial LOS C C D D

MID


Pre-Study

ALT 2 %Δ Pre-

Study ALT 2 %Δ

Travel Time (sec) 197.8 191.1 -3% 181.9 182.8 0%

Signal Delay (sec) 76.6 70.0 -9% 93.6 94.5 1%

Arterial Speed (mph) 19.2 19.8 3% 11.1 11.0 -1%

Arterial LOS C C D D


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Table 5.7: PM Pre-Study VS. Proposed Timing Arterial Level of Service

PM


Pre-Study

ALT 1 %Δ Pre-

Study ALT 1 %Δ

Travel Time (sec) 231.3 219.2 -5% 205.6 214.7 4%

Signal Delay (sec) 105.5 93.6 -11% 117.3 126.4 8%

Arterial Speed (mph) 17.1 18.0 5% 9.8 9.4 -4%

Arterial LOS D D D D

PM


Pre-Study

ALT 2 %Δ Pre-

Study ALT 2 %Δ

Travel Time (sec) 231.3 223.5 -3% 205.6 195.9 -5%

Signal Delay (sec) 105.5 97.9 -7% 117.3 107.6 -8%



In the Midday and PM peaks, Alternative 2 presented better overall travel time and signal delay along

the corridor. During the AM peak, Alternative 1 showed better travel time and signal delays than

Alternative 2, but at the cost of long cycle lengths and excessive delay on side streets (two of which are

I-480 ramps).

After considering the individual intersection delay and the arterial level of service, the timing plan for

Alternative 2 was selected as the recommended timing plan for the AM, Midday, and PM peak hours.

Using Alternative 2 as the preferred timing plan, the proposed time of day changes are below in Table

5.8.

Table 5.8: Proposed Time of Day Changes

Weekday Plan COS*

Cycle Length

12A-6A 444 Act/120

6A-10A 111 150/100

10A-2P 222 150/75

2P-7P 333 150/100

7P-12A 444 Act/120

Weekend Plan COS

Cycle Length

12A-8A 444 Act/120

8A-8P 222 150/75

8P-12A 444 Act/120

*Cycle/Offset/Split


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In each peak, the progression along Ridge Road is limited by the length of the side street split on

Brookpark Avenue due to lack of detection. Below is a comparison of total intersection delay between

proposed timing with existing conditions and proposed timing with detection on Brookpark Avenue.

Table 5.9: Proposed Timing Delay With vs. Without Brookpark Detection (PM Peak)

No Detection With Detection

Δ Delay Intersection LOS Delay LOS Delay

Ridge & Brookpark D 42.5 D 44.7 2.2

Table 5.10: Proposed Timing Arterial LOS With vs. Without Brookpark Detection (PM Peak)

PM


No Detection

With Detection

%Δ No

Detection With Detection %Δ

Travel Time (sec) 223.5 214.1 -4% 195.9 184.0 -6%

Signal Delay (sec) 97.9 88.5 -10% 107.6 95.7 -11%


Arterial LOS D C D D

The intersection delay at Brookpark/Ridge increases with detection because Brookpark Avenue would

no longer operate on Max Recall. While Brookpark will still require a long split to accommodate

pedestrians, the installation of detection on Brookpark would allow these movements to gap out, and

give more green time to Ridge Road; this is evident in the reduction of travel time and signal delay for

Ridge. Installation of detection on Brookpark Avenue would greatly benefit the progression of traffic

along Ridge Road.

6. Geometric Analysis As part of project scope, TEC was asked to analyze the roadway segment between the Ridge/Best Buy

intersection and the Ridge/I-480 EB Ramp intersection. Within this segment are two different layouts

for analysis:

1. The southbound lane shift just south of the I-480 EB Ramp. This has been reportedly been the

cause of several crashes and near misses.

2. Lane configuration of the southbound right-turn- only lane at Best Buy. Should this become a

shared right/thru lane?

Lane Shift

Currently, southbound motorists must shift left just south of the I-480 EB ramp. This shift creates

storage for a southbound right turn only lane at the Ridge/Best Buy Signal and aligns the through lanes

with the rest of the corridor. This shift is pictured below:


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Figure 6.1: Southbound Ridge Road Lane Shift

Currently this alignment is more of a safety issue than a capacity or progression issue. TEC developed

two possibilities for making this lane shift safer. Alternative A includes striping a taper line from the

existing southbound right turn to the curb where the lane shift begins; this will guide direction of

motorists in the western-most southbound lane. Alternative A also includes installing a mountable

raised curb system along the existing solid white line. This measure is fairly low cost and while not a

fixed object, will discourage drivers from crossing this line during the lane shift. An example of this

measure is pictured below:

Figure 6.2: Mountable Raised Curb System Example


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Alternative B for making the southbound lane shift safer includes separating the through lanes

completely for the lane shift using new striping of transverse lines. An example of what this striping may

look like is pictures below in Figure 6.3.

Figure 6.3: New Transverse Line Striping

Best Buy Right Turn Only

Currently, the lane shift makes room for a southbound right-turn-only storage lane approximately 340

feet long. Compared to the southbound through traffic, the southbound right turning volume is less

than 10%, reaching a high of 115 vehicles during the Midday peak. TEC used Synchro to model the

change of this right turn only lane to a shared right/through lane in the PM peak. The capacity results at

Ridge & Best Buy are in Table 6.1 and the arterial level of service for the corridor is in Table 6.2.

Table 6.1: Proposed Timing Delay Best Buy Right Turn Only vs. Right/Through (PM Peak)

Right Only Right/Thru

Δ Delay Intersection LOS Delay LOS Delay

Ridge & Best Buy B 18.1 B 16.2 -1.9


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Table 6.2: Proposed Timing Arterial LOS Best Buy Right Turn Only vs. Right/Through (PM Peak)

PM


Right Only

Right/Thru %Δ Right Only

Right/Thru %Δ

Travel Time (sec) 223.5 223.5 0% 195.9 194.2 -1%

Signal Delay (sec) 97.9 97.9 0% 107.6 105.7 -2%



Changing the configuration of this right-turn-only lane to a shared right/through lane has an overall

positive impact regarding capacity and arterial level of service. This change also improves the overall

travel time and signal delay for southbound traffic on Ridge Road.

7. Travel Time Studies A ‘before’ travel time study was performed using pre-existing signal timing on May 17-18 2016. The

study consisted of a technician driving 3 different routes on and near the Ridge Road corridor:

1. NB and SB along Ridge Road from Brookpark to Northcliff Avenue

2. Southbound along Ridge Road from Northcliff Avenue to eastbound I-480

3. Westbound on I-480 to southbound Ridge Road to Brookpark Road

Travel time routes were driven during 4 different 2 hour peaks:

6:45AM-8:45AM

9AM-11AM

11:30AM-1:30PM

3:45PM-5:45PM

The optimized timing presented in this report was implemented by TEC on June 1, 2016. After field

review of the optimized timing, the ‘after’ travel time study was completed on July 12-13, 2016. Table

7.1 below shows the data and provides a before/after comparison for each peak.


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Table 7.1: Before and After Travel Time Data

Route Peak Avg Travel

Time (s) Avg # Stops

Avg Speed (mph)

Avg Stopped Time (s)

Route 1: Northcliff to Brookpark SB

AM 16% 19% -33% 56%

MID -2% -32% -24% 53%

OFF 12% 32% 4% -15%

PM -18% -22% 24% -41%

Route 1: Brookpark to Northcliff NB

AM -10% -7% 11% 17%

MID -5% -23% 0% -13%

OFF 51% 260% -34% 140%

PM 19% 43% -18% 69%

Route 2: Northcliff to EB I-480

AM 44% 105% -28% 38%

MID 10% 11% -14% 28%

OFF 39% 68% -28% 17%

PM -19% -40% 18% -38%

Route 3: WB I-480 to Brookpark SB

AM 39% 97% -34% 18%

MID -1% -5% 6% -14%

OFF 13% 31% -2% -9%

PM -9% -20% 34% -4%

*improvements are in green

The AM Peak (6:45AM-8:45AM) showed improvements only in the route for Northbound Ridge Road.

Much of the lack of improvement for the other three routes can be attributed to the long splits assigned

to Brookpark Avenue at Ridge Road in addition to progression priority given to northbound Ridge Road.

The lack of detection and long pedestrian clearance interval forces a long cycle length and a small green

band for Ridge Road through traffic at this signal.

The Midday Peak (11:30AM-1:30AM) exhibited slight improvements mostly seen in the travel time and

average number of stops. Route 2, travelling south from Northcliff to east on I-480 was the only route

not to show any improvements during this peak.

The Off Peak (9AM-11AM) showed regressions for every route in each category, some of which are

severe degradations. On July 14, during the chosen time for the Off Peak travel time, road crews were

working and closing various lanes along Ridge Road for pavement marking updates. This greatly

disrupted traffic in both directions and compromised the accuracy of the data during this collection

period.


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The PM Peak (3:45PM-5:45PM) showed the greatest improvements of the four traffic peaks and showed

no regressions in measures of effectiveness except Northbound Ridge Road from Brookpark to

Northcliff. This direction was given less priority during the PM peak due to the high volume of

southbound traffic.

Graphical representation for each measure can be seen in Figures 7.1-7.4.

Figure 7.1: Average Travel Time by Route and Peak

Figure 7.2: Average Number of Stops by Route and Peak

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Figure 7.3: Average Speed by Route and Peak

Figure 7.4: Average Stopped Time by Route and Peak

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18

8. Recommendations and Conclusions Regarding both signal timing and geometric layout, TEC has the following conclusions:

The controllers on Ridge at both Brookpark and Best Buy/HH Gregg are currently ASC/2s

controllers. TEC recommends updating these controllers to ASC/3 controllers to maintain

continuity in signal equipment along the corridor.

Expanding signal retiming to include signals north of Northcliff up to Memphis Avenue will make

for better progression throughout the Ridge Road corridor.

Installing vehicular and pedestrian detection on Brookpark Avenue at Ridge Road will enable a

shorter cycle length, better signal coordination, and allow the signal to run semi-actuated

overnight instead of coordinated.

APPENDIX A: COUNT DATA

Time Period Class. R T L U I O R T L U I O R T L U I O R T L U I O Total PedestriansTotal

Peak 1 Lights 6 0 5 0 11 17 11 480 0 0 491 464 0 0 0 0 0 1 1 459 6 0 466 486 968 N 1 1

Specified Period % 86% 0% 83% 0% 85% 94% 92% 97% 0% 0% 97% 92% 0% 0% 0% 0% 0% 100% 100% 92% 100% 0% 92% 97% 94% 100%

7:00 AM - 9:00 AM Mediums 1 0 1 0 2 1 1 13 0 0 14 34 0 0 0 0 0 0 0 33 0 0 33 14 49 E 1 1

One Hour Peak % 14% 0% 17% 0% 15% 6% 8% 3% 0% 0% 3% 7% 0% 0% 0% 0% 0% 0% 0% 7% 0% 0% 7% 3% 5% 100%

7:30 AM - 8:30 AM Articulated Trucks 0 0 0 0 0 0 0 2 0 0 2 6 0 0 0 0 0 0 0 6 0 0 6 2 8 S 0 0

% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 1% 0%

Total 7 0 6 0 13 18 12 495 0 0 507 504 0 0 0 0 0 1 1 498 6 0 505 502 1025 W 0 0

PHF 0.58 0 0.75 0 0.65 0.56 0.6 0.83 0 0 0.83 0.98 0 0 0 0 0 0.25 0.25 0.97 0.38 0 0.97 0.83 0.9 0%

Approach % 1% 2% 49% 49% 0% 0% 49% 49% 2 2

Peak 2 Lights 47 0 41 0 88 100 59 503 2 0 564 557 0 0 0 0 0 2 0 516 41 0 557 550 1209 N 11 11


11:00 AM - 12:00 PM Mediums 0 0 0 0 0 2 0 8 0 0 8 26 0 0 0 0 0 0 0 26 2 0 28 8 36 E 1 1

One Hour Peak % 0% 0% 0% 0% 0% 2% 0% 2% 0% 0% 1% 4% 0% 0% 0% 0% 0% 0% 0% 5% 5% 0% 5% 1% 3% 100%

11:00 AM - 12:00 PM Articulated Trucks 0 0 0 0 0 1 0 7 0 0 7 10 0 0 0 0 0 0 0 10 1 0 11 7 18 S 0 0

% 0% 0% 0% 0% 0% 1% 0% 1% 0% 0% 1% 2% 0% 0% 0% 0% 0% 0% 0% 2% 2% 0% 2% 1% 1% 0%

Total 47 0 41 0 88 103 59 518 2 0 579 593 0 0 0 0 0 2 0 552 44 0 596 565 1263 W 0 0

PHF 0.69 0 0.68 0 0.81 0.83 0.82 0.85 0.5 0 0.87 0.91 0 0 0 0 0 0.5 0 0.89 0.69 0 0.87 0.89 0.94 0%

Approach % 7% 8% 46% 47% 0% 0% 47% 45% 12 12

Peak 3 Lights 76 0 40 0 116 130 69 575 1 1 646 686 1 0 0 0 1 1 0 644 61 0 705 651 1468 N 6 6


12:00 PM - 1:00 PM Mediums 3 0 1 0 4 2 1 23 0 0 24 32 0 0 0 0 0 0 0 31 1 0 32 26 60 E 1 1

One Hour Peak % 4% 0% 2% 0% 3% 2% 1% 4% 0% 0% 4% 4% 0% 0% 0% 0% 0% 0% 0% 5% 2% 0% 4% 4% 4% 100%

12:00 PM - 1:00 PM Articulated Trucks 0 0 1 0 1 0 0 6 0 0 6 10 0 0 0 0 0 0 0 9 0 0 9 6 16 S 0 0

% 0% 0% 2% 0% 1% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 1% 1% 0%

Total 79 0 42 0 121 132 70 604 1 1 676 728 1 0 0 0 1 1 0 684 62 0 746 683 1544 W 1 1

PHF 0.9 0 0.75 0 0.84 0.82 0.83 0.94 0.25 0.25 0.94 0.89 0.25 0 0 0 0.25 0.25 0 0.89 0.82 0 0.9 0.93 0.92 100%

Approach % 8% 9% 44% 47% 0% 0% 48% 44% 8 8

Peak 4 Lights 60 0 32 0 92 109 47 636 1 0 684 797 1 1 0 0 2 1 0 764 61 0 825 696 1603 N 4 4


2:00 PM - 7:00 PM Mediums 0 0 0 0 0 1 0 11 0 0 11 9 0 0 0 0 0 0 0 9 1 0 10 11 21 E 0 0

One Hour Peak % 0% 0% 0% 0% 0% 1% 0% 2% 0% 0% 2% 1% 0% 0% 0% 0% 0% 0% 0% 1% 2% 0% 1% 2% 1% 0%


% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0%

Total 60 0 32 0 92 110 47 651 1 0 699 809 1 1 0 0 2 1 0 776 62 0 838 711 1631 W 0 0

PHF 0.68 0 0.73 0 0.79 0.95 0.84 0.95 0.25 0 0.95 0.87 0.25 0.25 0 0 0.5 0.25 0 0.86 0.86 0 0.87 0.97 0.94 0%

Approach % 6% 7% 43% 50% 0% 0% 51% 44% 4 4

Site Code

Report Summary

Southbound Westbound Northbound Eastbound Crosswalk

Study Name CUY-17 @ Best Buy TMC

Start Date Tuesday, November 17, 2015 7:00 AM

End Date Tuesday, November 17, 2015 7:00 PM


Peak 1 Lights 211 649 183 0 1043 1359 141 211 27 0 379 478 16 1066 73 0 1155 716 40 279 152 0 471 495 3048 N 2 2


7:00 AM - 9:00 AM Mediums 9 24 12 0 45 40 16 8 1 0 25 28 0 13 0 0 13 29 4 16 11 0 31 17 114 E 1 1

One Hour Peak % 4% 4% 6% 0% 4% 3% 10% 4% 4% 0% 6% 5% 0% 1% 0% 0% 1% 4% 9% 5% 7% 0% 6% 3% 4% 100%


% 1% 0% 1% 0% 0% 0% 2% 0% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 2% 2% 1% 0% 2% 0% 1% 100%

Total 222 673 197 0 1092 1405 160 219 28 0 407 513 16 1080 73 0 1169 746 45 300 165 0 510 514 3178 W 1 1

PHF 0.91 0.92 0.78 0 0.92 0.91 0.74 0.77 0.88 0 0.87 0.91 0.67 0.89 0.87 0 0.89 0.93 0.66 0.88 0.9 0 0.89 0.84 0.96 100%

Approach % 34% 44% 13% 16% 37% 23% 16% 16% 5 5

Peak 2 Lights 229 712 173 0 1114 1155 155 293 52 0 500 553 38 742 104 0 884 866 102 342 258 0 702 626 3200 N 6 6


12:00 PM - 2:00 PM Mediums 10 10 8 0 28 41 15 8 0 0 23 18 1 14 3 0 18 11 1 9 12 0 22 21 91 E 0 0

One Hour Peak % 4% 1% 4% 0% 2% 3% 9% 3% 0% 0% 4% 3% 3% 2% 3% 0% 2% 1% 1% 2% 4% 0% 3% 3% 3% 0%


% 4% 1% 1% 0% 2% 1% 2% 0% 0% 0% 1% 2% 0% 1% 2% 0% 1% 1% 2% 3% 1% 0% 2% 2% 1% 100%

Total 249 732 182 0 1163 1209 174 302 52 0 528 582 39 763 109 0 911 889 105 361 272 0 738 660 3340 W 0 0

PHF 0.89 0.96 0.86 0 0.96 0.93 0.97 0.87 0.72 0 0.91 0.97 0.75 0.91 0.91 0 0.93 0.95 0.85 0.95 0.93 0 0.94 0.92 0.96 0%

Approach % 35% 36% 16% 17% 27% 27% 22% 20% 9 9

Peak 3 Lights 257 1182 155 0 1594 1385 168 344 74 0 586 565 22 960 83 0 1065 1404 148 388 257 0 793 684 4038 N 5 5


4:00 PM - 6:00 PM Mediums 6 8 2 0 16 17 1 3 1 0 5 6 0 13 1 0 14 10 1 4 3 0 8 10 43 E 2 2

One Hour Peak % 2% 1% 1% 0% 1% 1% 1% 1% 1% 0% 1% 1% 0% 1% 1% 0% 1% 1% 1% 1% 1% 0% 1% 1% 1% 100%


% 1% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 1% 0% 100%

Total 267 1190 157 0 1614 1406 171 347 75 0 593 572 22 975 84 0 1081 1415 150 393 260 0 803 698 4091 W 7 7

PHF 0.91 0.91 0.87 0 0.91 0.93 0.89 0.93 0.82 0 0.94 0.85 0.61 0.91 0.84 0 0.93 0.92 0.89 0.82 0.89 0 0.9 0.96 0.98 100%

Approach % 39% 34% 14% 14% 26% 35% 20% 17% 17 17

Site Code

Report Summary


Study Name CUY-17 @ CR-10 TMC




Peak 1 Lights 16 1023 49 0 1088 1537 74 0 4 0 78 97 48 1460 3 0 1511 1030 3 0 3 0 6 19 2683 N 6 6


7:00 AM - 9:00 AM Mediums 1 35 3 0 39 34 2 0 0 0 2 3 0 32 0 0 32 35 0 0 0 0 0 1 73 E 3 3

One Hour Peak % 6% 3% 6% 0% 3% 2% 3% 0% 0% 0% 2% 3% 0% 2% 0% 0% 2% 3% 0% 0% 0% 0% 0% 5% 3% 100%


% 0% 1% 0% 0% 1% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 1% 0%

Total 17 1064 52 0 1133 1584 77 0 4 0 81 100 48 1504 3 0 1555 1071 3 0 3 0 6 20 2775 W 1 1

PHF 0.42 0.86 0.93 0 0.85 0.93 0.84 0 0.5 0 0.81 0.83 0.75 0.92 0.38 0 0.93 0.86 0.38 0 0.75 0 0.75 0.5 0.97 100%

Approach % 41% 57% 3% 4% 56% 39% 0% 1% 10 10

Peak 2 Lights 114 1085 86 0 1285 1278 119 6 33 1 159 150 58 1084 9 0 1151 1161 43 5 75 0 123 129 2718 N 4 4


12:00 PM - 2:00 PM Mediums 1 32 1 0 34 48 0 1 1 0 2 1 0 47 0 0 47 36 3 0 1 0 4 2 87 E 0 0

One Hour Peak % 1% 3% 1% 0% 3% 4% 0% 14% 3% 0% 1% 1% 0% 4% 0% 0% 4% 3% 7% 0% 1% 0% 3% 2% 3% 0%


% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 1% 0%

Total 115 1127 87 0 1329 1337 119 7 34 1 161 151 58 1142 9 0 1209 1207 46 5 76 0 127 131 2826 W 5 5

PHF 0.82 0.91 0.68 0 0.89 0.93 0.74 0.58 0.77 0.25 0.76 0.8 0.76 0.95 0.45 0 0.95 0.9 0.82 0.62 0.7 0 0.81 0.84 0.91 100%

Approach % 47% 47% 6% 5% 43% 43% 4% 5% 9 9

Peak 3 Lights 81 1547 92 0 1720 1621 128 2 44 0 174 161 57 1389 5 0 1451 1620 29 12 104 0 145 88 3490 N 1 1


4:00 PM - 6:00 PM Mediums 0 26 0 0 26 15 2 0 1 0 3 0 0 13 0 0 13 28 1 0 0 0 1 0 43 E 6 6

One Hour Peak % 0% 2% 0% 0% 1% 1% 2% 0% 2% 0% 2% 0% 0% 1% 0% 0% 1% 2% 3% 0% 0% 0% 1% 0% 1% 100%


% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0%

Total 81 1577 92 0 1750 1644 130 2 45 0 177 161 57 1410 5 0 1472 1652 30 12 104 0 146 88 3545 W 6 6

PHF 0.88 0.93 0.82 0 0.93 0.96 0.81 0.25 0.66 0 0.75 0.79 0.62 0.97 0.62 0 0.98 0.93 0.83 0.75 0.72 0 0.76 0.96 0.96 100%

Approach % 49% 46% 5% 5% 42% 47% 4% 2% 13 13

Site Code

Report Summary


Study Name CUY-CR-10 @ Best Buy TMC




Peak 1 Lights 0 720 299 0 1019 1067 0 0 0 0 0 1019 720 830 0 0 1550 1080 360 0 237 0 597 0 3166 N 0 0


7:00 AM - 9:00 AM Mediums 0 24 10 0 34 25 0 0 0 0 0 25 15 18 0 0 33 39 15 0 7 0 22 0 89 E 2 2

One Hour Peak % 0% 3% 3% 0% 3% 2% 0% 0% 0% 0% 0% 2% 2% 2% 0% 0% 2% 3% 4% 0% 3% 0% 4% 0% 3% 100%


% 0% 1% 3% 0% 1% 1% 0% 0% 0% 0% 0% 1% 1% 1% 0% 0% 1% 1% 1% 0% 0% 0% 0% 0% 1% 0%

Total 0 749 317 0 1066 1099 0 0 0 0 0 1059 742 854 0 0 1596 1126 377 0 245 0 622 0 3284 W 1 1

PHF 0 0.83 0.93 0 0.93 0.89 0 0 0 0 0 0.79 0.74 0.89 0 0 0.92 0.85 0.88 0 0.89 0 0.9 0 0.96 100%

Approach % 32% 33% 0% 32% 49% 34% 19% 0% 3 3

Peak 2 Lights 0 983 316 0 1299 1054 0 0 0 0 0 804 488 810 0 0 1298 1229 246 0 244 0 490 0 3087 N 0 0


12:00 PM - 2:00 PM Mediums 0 23 10 0 33 16 0 0 0 0 0 28 18 12 0 0 30 27 4 0 4 0 8 0 71 E 8 8

One Hour Peak % 0% 2% 3% 0% 2% 1% 0% 0% 0% 0% 0% 3% 4% 1% 0% 0% 2% 2% 2% 0% 2% 0% 2% 0% 2% 100%


% 0% 1% 2% 0% 1% 1% 0% 0% 0% 0% 0% 1% 0% 1% 0% 0% 1% 1% 0% 0% 1% 0% 0% 0% 1% 0%

Total 0 1016 331 0 1347 1077 0 0 0 0 0 839 508 827 0 0 1335 1266 250 0 250 0 500 0 3182 W 5 5

PHF 0 0.95 0.96 0 0.95 0.97 0 0 0 0 0 0.98 0.96 0.95 0 0 0.96 0.98 0.92 0 0.86 0 0.95 0 0.99 100%

Approach % 42% 34% 0% 26% 42% 40% 16% 0% 13 13

Peak 3 Lights 0 1314 294 0 1608 1334 0 0 0 0 0 951 657 967 2 0 1626 1737 423 0 367 0 790 2 4024 N 0 0


4:00 PM - 6:00 PM Mediums 0 14 6 0 20 13 0 0 0 0 0 22 16 9 1 0 26 21 7 0 4 0 11 1 57 E 4 4

One Hour Peak % 0% 1% 2% 0% 1% 1% 0% 0% 0% 0% 0% 2% 2% 1% 33% 0% 2% 1% 2% 0% 1% 0% 1% 33% 1% 100%


% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0% 0%

Total 0 1332 303 0 1635 1349 0 0 0 0 0 980 677 978 3 0 1658 1763 431 0 371 0 802 3 4095 W 12 12

PHF 0 0.94 0.87 0 0.92 0.98 0 0 0 0 0 0.93 0.95 0.95 0.25 0 0.95 0.95 0.91 0 0.91 0 0.91 0.25 0.96 100%

Approach % 40% 33% 0% 24% 40% 43% 20% 0% 16 16

Study Name CUY-CR-10 @ I-480 EB TMC



Site Code

Report Summary



Peak 1 Lights 331 626 0 0 957 906 299 0 440 0 739 0 0 607 440 0 1047 1066 0 0 0 0 0 771 2743 N 0 0


7:00 AM - 9:00 AM Mediums 9 33 0 0 42 31 10 0 18 0 28 0 0 21 16 0 37 51 0 0 0 0 0 25 107 E 3 3

One Hour Peak % 3% 5% 0% 0% 4% 3% 3% 0% 4% 0% 4% 0% 0% 3% 4% 0% 3% 5% 0% 0% 0% 0% 0% 3% 4% 100%


% 0% 1% 0% 0% 1% 1% 1% 0% 0% 0% 1% 0% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 1% 0%

Total 341 666 0 0 1007 946 311 0 460 0 771 0 0 635 457 0 1092 1126 0 0 0 0 0 798 2870 W 0 0

PHF 0.83 0.88 0 0 0.94 0.95 0.85 0 0.9 0 0.93 0 0 0.86 0.86 0 0.88 0.89 0 0 0 0 0 0.85 0.94 0%

Approach % 35% 33% 27% 0% 38% 39% 0% 28% 3 3

Peak 2 Lights 322 832 0 0 1154 1152 360 0 457 0 817 0 0 792 291 0 1083 1289 0 0 0 0 0 613 3054 N 0 0


12:00 PM - 2:00 PM Mediums 4 18 0 0 22 26 10 0 20 0 30 0 0 16 6 0 22 38 0 0 0 0 0 10 74 E 4 4

One Hour Peak % 1% 2% 0% 0% 2% 2% 3% 0% 4% 0% 3% 0% 0% 2% 2% 0% 2% 3% 0% 0% 0% 0% 0% 2% 2% 100%


% 2% 1% 0% 0% 1% 1% 2% 0% 2% 0% 2% 0% 0% 0% 2% 0% 1% 1% 0% 0% 0% 0% 0% 2% 1% 0%

Total 331 856 0 0 1187 1188 378 0 486 0 864 0 0 810 302 0 1112 1342 0 0 0 0 0 633 3163 W 4 4

PHF 0.86 0.96 0 0 0.96 0.93 0.94 0 0.9 0 0.94 0 0 0.9 0.87 0 0.94 0.94 0 0 0 0 0 0.86 0.95 100%

Approach % 38% 38% 27% 0% 35% 42% 0% 20% 8 8

Peak 3 Lights 279 805 0 0 1084 1408 512 0 840 0 1352 0 0 896 488 0 1384 1645 0 0 0 0 0 767 3820 N 0 0


4:00 PM - 6:00 PM Mediums 2 8 0 0 10 12 3 0 11 0 14 0 0 9 3 0 12 19 0 0 0 0 0 5 36 E 1 1

One Hour Peak % 1% 1% 0% 0% 1% 1% 1% 0% 1% 0% 1% 0% 0% 1% 1% 0% 1% 1% 0% 0% 0% 0% 0% 1% 1% 100%


% 0% 1% 0% 0% 1% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0%

Total 282 818 0 0 1100 1428 521 0 851 0 1372 0 0 907 494 0 1401 1669 0 0 0 0 0 776 3873 W 6 6

PHF 0.88 0.92 0 0 0.94 0.93 0.94 0 0.95 0 0.95 0 0 0.93 0.78 0 0.87 0.93 0 0 0 0 0 0.82 0.93 100%

Approach % 28% 37% 35% 0% 36% 43% 0% 20% 7 7

Study Name CUY-CR-10 @ I-480 WB TMC



Site Code

Report Summary



Peak 1 Lights 37 797 12 0 846 712 0 0 0 0 0 24 12 666 216 0 894 921 124 0 46 0 170 253 1910 N 1 1


7:00 AM - 9:00 AM Mediums 3 32 0 0 35 32 0 0 0 0 0 0 0 26 6 0 32 35 3 0 6 0 9 9 76 E 2 2

One Hour Peak % 8% 4% 0% 0% 4% 4% 0% 0% 0% 0% 0% 0% 0% 4% 3% 0% 3% 4% 2% 0% 11% 0% 5% 3% 4% 100%


% 0% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 1% 0% 1% 1% 0% 0% 2% 0% 1% 1% 1% 100%

Total 40 840 12 0 892 751 0 0 0 0 0 24 12 698 224 0 934 967 127 0 53 0 180 264 2006 W 1 1

PHF 0.62 0.99 0.43 0 0.97 0.87 0 0 0 0 0 0.75 0.6 0.88 0.86 0 0.91 0.97 0.88 0 0.83 0 0.9 0.81 0.96 100%

Approach % 44% 37% 0% 1% 47% 48% 9% 13% 5 5

Peak 2 Lights 108 726 7 0 841 798 0 0 0 0 0 22 14 661 455 0 1130 1009 283 1 137 0 421 563 2392 N 0 0


12:00 PM - 2:00 PM Mediums 3 14 2 0 19 23 0 0 0 0 0 2 0 21 4 0 25 16 2 0 2 0 4 7 48 E 2 2

One Hour Peak % 3% 2% 22% 0% 2% 3% 0% 0% 0% 0% 0% 8% 0% 3% 1% 0% 2% 2% 1% 0% 1% 0% 1% 1% 2% 100%


% 2% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 1% 1% 0% 1% 0% 1% 1% 1% 100%

Total 113 747 9 0 869 833 0 0 0 0 0 24 14 692 460 0 1166 1035 288 1 141 0 430 573 2465 W 7 7

PHF 0.88 0.96 0.56 0 0.97 0.89 0 0 0 0 0 0.67 0.58 0.9 0.9 0 0.97 0.94 0.88 0.25 0.88 0 0.88 0.91 0.96 100%

Approach % 35% 34% 0% 1% 47% 42% 17% 23% 10 10

Peak 3 Lights 105 721 16 1 843 1085 1 1 0 0 2 42 26 912 464 1 1403 969 247 0 171 0 418 570 2666 N 4 4


4:00 PM - 6:00 PM Mediums 1 8 0 0 9 9 0 0 0 0 0 1 1 9 2 0 12 10 2 0 0 0 2 3 23 E 5 5

One Hour Peak % 1% 1% 0% 0% 1% 1% 0% 0% 0% 0% 0% 2% 4% 1% 0% 0% 1% 1% 1% 0% 0% 0% 0% 1% 1% 100%


% 0% 1% 0% 0% 0% 0% 0% 0% 0% 0% 0% 2% 4% 0% 0% 0% 0% 1% 0% 0% 0% 0% 0% 0% 0% 100%

Total 106 733 16 1 856 1098 1 1 0 0 2 44 28 925 468 1 1422 984 250 0 171 0 421 575 2701 W 13 13

PHF 0.85 0.9 0.8 0.25 0.94 0.96 0.25 0.25 0 0 0.5 0.85 0.78 0.92 0.97 0.25 0.94 0.96 0.86 0 0.84 0 0.85 0.95 0.98 100%

Approach % 32% 41% 0% 2% 53% 36% 16% 21% 24 24

Study Name CUY-CR-10 @ Northcliff TMC



Site Code

Report Summary


APPENDIX B: VEHICLE & PEDESTRIAN CLEARANCE INTERVALS

OMUTCD 4E.06-12

OMUTCD 4E.06-07

CR

OS

SW

AL

K

LE

NG

TH

DIS

TA

NC

E T

O

PU

SH

BU

TT

ON

CA

LC

UL

AT

ED

P

ED

C

LE

AR

AN

CE

PE

D C

HA

NG

E

INT

ER

VA

L

(FD

W)

(L+P

)/(3

fp

s)

(NO

TE

: P

=6 IF

N

O

PU

SH

BU

TT

ON

)

WA

LK

+ P

ED

C

HA

NG

E

INT

ER

VA

LS

L P= 3.5 fps WALK TIME

= 3.5 fps WALK

TIME - 3 sec

BUFFER

X Y

FT FT SEC SEC SEC SEC SEC SEC SEC SEC SEC SEC- - - - - - - - - - - - - - - -

SB 2 90 NO - 7 25.7 22.7 32.0 29.7 NO 2.3 7.0 12.0 10 23- - - - - - - - - - - - - - - -

WB 4 115 NO - 8 32.9 29.9 40.3 37.9 NO 2.5 8.0 15.0 11 30- - - - - - - - - - - - - - - -

NB 6 90 NO - 7 25.7 22.7 32.0 29.7 NO 2.3 7.0 12.0 10 23- - - - - - - - - - - - - - - -

EB 8 90 NO - 8 25.7 22.7 32.0 30.7 NO 1.3 8.0 15.0 10 23SB 1 80 YES 7 8 22.9 19.9 29.0 27.9 NO 1.1 8.0 12.0 10 20- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -

WB 4 110 YES 9 8 31.4 28.4 39.7 36.4 NO 3.2 8.0 14.0 12 29- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -

NB 4 70 YES 6 7 20.0 17.0 25.3 24.0 NO 1.3 7.0 16.0 9 17- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -

WB 4 45 YES 10 7 12.9 9.9 18.3 16.9 NO 1.5 7.0 13.0 9 10- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -

NB 2 40 NO - 7 11.4 8.4 15.3 15.4 YES N/A 7.0 21.0 7 9- - - - - - - - - - - - - - - -

EB 4 70 YES 12 7 20.0 17.0 27.3 24.0 NO 3.3 7.0 25.0 11 17- - - - - - - - - - - - - - - -

SB 6 80 YES 10 7 22.9 19.9 30.0 26.9 NO 3.1 7.0 21.0 11 20- - - - - - - - - - - - - - - -- - - - - - - - - - - - - - - -

Ridge &

Northcliff

Ridge &

Brookpark

INT

ER

SE

CT

ION

Ridge & BestBuy

Ridge & EB 480

Ridge & WB 480

PEDESTRIAN

FINAL PED TIMING

PU

SH

BU

TT

ON

PR

OV

IDE

D

WA

LK

INT

ER

VA

L

(4

-7s

TY

P)

IS Y

>=X

?

AD

DIT

ION

AL

WA

LK

IN

TE

RV

AL

RE

QU

IRE

D

FIN

AL

WA

LK

INT

ER

VA

L

FIN

AL

PE

D C

HA

NG

E

INT

ER

VA

L (

FD

W)

EX

IST

ING

WA

LK

INT

ER

VA

L

EX

IST

ING

PE

D C

HA

NG

E

INT

ER

VA

L (

FD

W)

EXISTING PED TIMING

PE

D M

OV

EM

EN

T

AS

SO

CIA

TE

D P

HA

SE

3 fps CHECKS (OMUTCD 4E.06-14)

PE

RC

EP

TIO

N/R

EA

CT

ION

TIM

E

(1s

TY

P)

AP

PR

OA

CH

S

PE

ED

AP

PR

OA

CH

S

PE

ED

DE

CE

LE

RA

TIO

N

RA

TE

(1

0 sq

. fp

s T

YP

)

WID

TH

OF

IN

TE

RS

EC

TIO

N

LE

NG

TH

OF

V

EH

ICL

E

(20

ft T

YP

)

AP

PR

OA

CH

G

RA

DE

YE

LL

OW

AL

L R

ED

Y +

AR

YE

LL

OW

AL

L R

ED

Y+A

R

YE

LL

OW

AL

L R

ED

Y +

AR

t V V a W L g Y AR TOTAL Y AR TOTALY (3-6s TYP)

AR (1-6s TYP)

TOTAL

SEC MPH FPS SQ. FPS FT FT % SEC SEC SEC SEC SEC SEC SEC SEC SEC1 NBL 1 20 29.33333 10 80 20 0 2.5 3.4 5.9 3.0 2.0 5.0 3 1 4.02 SB 1 35 51.33333 10 90 20 0 3.6 2.1 5.7 3.3 2.0 5.3 4 2 6.03 EBL 1 20 29.33333 10 70 20 0 2.5 3.1 5.6 3.0 2.0 5.0 3 1 4.04 WB 1 35 51.33333 10 110 20 0 3.6 2.5 6.1 3.6 2.0 5.6 4 2 6.05 SBL 1 20 29.33333 10 60 20 0 2.5 2.7 5.2 3.0 2.0 5.0 3 1 4.06 NB 1 35 51.33333 10 110 20 0 3.6 2.5 6.1 3.3 2.0 5.3 4 2 6.07 WBL 1 20 29.33333 10 70 20 0 2.5 3.1 5.6 3.0 2.0 5.0 3 1 4.08 EB 1 35 51.33333 10 90 20 0 3.6 2.1 5.7 3.6 2.0 5.6 4 2 6.01 NBL 1 20 29.33333 10 50 20 0 2.5 2.4 4.9 3.6 2.0 5.6 3 1 4.02 SB 1 35 51.33333 10 75 20 0 3.6 1.9 5.5 3.6 2.0 5.6 3.6 2 5.63 - 1 - - - - 20 - - - - - - - - - -4 EBWB 1 25 36.66667 10 110 20 0 2.8 3.5 6.3 3.2 2.0 5.2 3 2 5.05 - 1 - - - - 20 - - - - - - - - - -6 - 1 - - - - 20 - - - - - - - - - -7 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -1 - 1 - - - - 20 - - - - - - - - - -2 NBSB 1 35 51.33333 10 70 20 0 3.6 1.8 5.4 4.0 2.0 6.0 4 2 6.03 SBL 1 20 29.33333 10 65 20 0 2.5 2.9 5.4 4.0 2.0 6.0 3 2 5.04 EB 1 35 51.33333 10 80 20 0 3.6 1.9 5.5 4.0 2.0 6.0 4 2 6.05 - 1 - - - - 20 - - - - - - - - - -6 - 1 - - - - 20 - - - - - - - - - -7 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -1 - 1 - - - - 20 - - - - - - - - - -2 NBSB 1 35 51.33333 10 60 20 0 3.6 1.6 5.2 4.0 1.5 5.5 4 1.5 5.53 NBL 1 20 29.33333 10 50 20 0 2.5 2.4 4.9 4.0 2.5 6.5 3 2 5.04 WB 1 35 51.33333 10 90 20 0 3.6 2.1 5.7 4.0 2.5 6.5 4 2 6.05 - 1 - - - - 20 - - - - - - - - - -6 - 1 - - - - 20 - - - - - - - - - -7 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -1 SBL 1 35 51.33333 10 25 20 0 3.6 0.9 4.5 4.0 2.0 6.0 4 2 6.02 NB 1 35 51.33333 10 70 20 0 3.6 1.8 5.4 4.0 1.5 5.5 4 2 6.03 - 1 - - - - 20 - - - - - - - - - -4 EB 1 25 36.66667 10 80 20 0 2.8 2.7 5.5 3.0 3.0 6.0 3 3 6.05 NBL 1 35 51.33333 10 50 20 0 3.6 1.4 5.0 4.0 2.0 6.0 4 2 6.06 SB 1 35 51.33333 10 100 20 0 3.6 2.3 5.9 4.0 2.0 6.0 4 2 6.07 - 1 - - - - 20 - - - - - - - - - -8 - 1 - - - - 20 - - - - - - - - - -

Ridge &

Northcliff

Ridge &

Brookpark

INT

ER

SE

CT

ION

Ridge & BestBuy

Ridge & EB 480

Ridge & WB 480

AS

SO

CIA

TE

D P

HA

SE

DIR

EC

TIO

N

TRAFFIC SIGNAL

FACTORS CALCULATED EXISTING FINAL CLEARANCE

APPENDIX C: LOCAL TIMING PARAMETERS


TEC Engineering, Inc.

2/1/2016

Table: Detector Delay Recommendations

1 NBL 0 3

2 SB - -

3 EBL 0 3

4 WB - -

5 SBL 0 3

6 NB - -

7 WBL 0 3

8 EB - -

1 NBL 0 3

2 SB - -

4 EBWB 0 10

2 NBSB - -

3 SBL - -

4 EB - -

2 NBSB - -

3 NBL - -

4 WB - -

1 SBL 0 3

2 NB - -

4 EB 15 10

5 NBL 0 3

6 SB - -

Existing

Detector Delay

Recommended

Detector Delay

Ridge & WB Ramp

Ridge & Northcliff

Signalized Intersection Phase No.

Existing

Corresponding

Direction

Ridge & Brookpark

Ridge & Best Buy

Ridge & EB Ramp



2/1/2016

Table: Min Green Time and Vehicle Extension Recommendations

1 NBL 8 3 - 3.0

2 SB 24 0 0.0

3 EBL 7 3 - 3.0

4 WB 23 0 0.0

5 SBL 8 3 - 3.0

6 NBL 24 0 0.0

7 WBL 7 3 - 3.0

8 EBL 23 0 0.0

1 NBL 5 3 - 3.0

2 SB 19 3 - 3.0

4 EBWB 10 3 - 3.0

2 NBSB 25 5 - 5.0

3 SBL 8 5 - 5.0

4 EB 10 5 - 5.0

2 NBSB 25 5 - 5.0

3 NBL 8 5 - 5.0

4 WB 10 5 - 5.0

1 SBL 7 3 - 3.0

2 NB 20 0 0.0

4 EB 10 3 - 3.0

5 NBL 7 3 - 3.0

6 SB 20 0 0.0

Existing Min

Green

Recommended

Min Green

Existing Veh

Extension Loop Distance (ft)

Recommended Veh

Extension

Ridge & Northcliff

Signalized Intersection

Ridge & WB Ramp

Phase No.

Existing

Corresponding

Direction

Ridge & Brookpark

Ridge & Best Buy

Ridge & EB Ramp

APPENDIX D: SCALED INTERSECTION PATHS & CROSSWALKS

Ridge Rd & I-480 WB EXIT EXISTING GEOMETRICS AND SIGNAL LAYOUT

SIGNAL POLE

PEDESTAL

PEDESTRIAN SIGNAL

3-SECTION SIGNAL

5-SECTION SIGNAL

3-SECTION W/ ARROWS

4-SECTION W/ ARROWS

SIGN LOCATION

CONTROLLER CABINET

DETECTION ZONE

DETECTION CAMERA

PHASING DIAGRAM

VEHICLE Φ

PERMITTED Φ

PEDESTRIAN Φ

LEGEND

NOTE:- MAINLINE PHASES 2 & 4

Φ3

Φ4

Φ2

Φ2

Φ2

Φ2 Φ3

Φ4

Φ4

OLA

Ridge Rd & I-480 EB EXIT EXISTING GEOMETRICS AND SIGNAL LAYOUT

Φ3

OLA

SIGNAL POLE

PEDESTAL

PEDESTRIAN SIGNAL

3-SECTION SIGNAL

5-SECTION SIGNAL

3-SECTION W/ ARROWS

4-SECTION W/ ARROWS

SIGN LOCATION

CONTROLLER CABINET

DETECTION ZONE

DETECTION CAMERA

PHASING DIAGRAM

VEHICLE Φ

PERMITTED Φ

PEDESTRIAN Φ

LEGEND

NOTE:- MAINLINE PHASES 2 & 4

Φ2

OLA Φ4

Φ2

OLAΦ3

Φ4

Φ4

Ridge Rd & Brookpark Rd EXISTING GEOMETRICS AND SIGNAL LAYOUT

SIGNAL POLE

PEDESTAL

PEDESTRIAN SIGNAL

3-SECTION SIGNAL

5-SECTION SIGNAL

3-SECTION W/ ARROWS

4-SECTION W/ ARROWS

SIGN LOCATION

CONTROLLER CABINET

DETECTION ZONE

DETECTION CAMERA

PHASING DIAGRAM

VEHICLE Φ

PERMITTED Φ

PEDESTRIAN Φ

LEGEND

NOTE:- MAINLINE PHASES 2 & 6- PHASES 1, 3, 5, 7 ARE PROTECTED LEFT TURN

Φ6

Φ8

Φ2 & Φ6Φ1 & Φ5

Φ3

Φ5Φ2

Φ4

Φ7

Φ3 & Φ7Φ4 & Φ8

Φ1

Φ5

Φ2

Φ5

Φ2Φ6 Φ3

Φ7

Φ3

Φ8

Φ6Φ1Φ4

Φ7

Φ4

Φ8

Φ1

D1

D5

D3D7

Ridge Rd & Best Buy EXISTING GEOMETRICS AND SIGNAL LAYOUT

Φ1

SIGNAL POLE

PEDESTAL

PEDESTRIAN SIGNAL

3-SECTION SIGNAL

5-SECTION SIGNAL

3-SECTION W/ ARROWS

4-SECTION W/ ARROWS

SIGN LOCATION

CONTROLLER CABINET

DETECTION ZONE

DETECTION CAMERA

PHASING DIAGRAM

VEHICLE Φ

PERMITTED Φ

PEDESTRIAN Φ

LEGEND

NOTE:- MAINLINE PHASES 2

Φ4

Φ1

D4

Φ1

Φ2Φ2

Φ4Φ1Φ4

D4

D4

D4D

1D

1Φ4

Φ2

Φ2

Ridge Rd & Northcliff Drive EXISTING GEOMETRICS AND SIGNAL LAYOUT

SIGNAL POLE

PEDESTAL

PEDESTRIAN SIGNAL

3-SECTION SIGNAL

5-SECTION SIGNAL

3-SECTION W/ ARROWS

4-SECTION W/ ARROWS

SIGN LOCATION

CONTROLLER CABINET

DETECTION ZONE

DETECTION CAMERA

PHASING DIAGRAM

VEHICLE Φ

PERMITTED Φ

PEDESTRIAN Φ

LEGEND

NOTE:- MAINLINE PHASES 2 & 6-No WB approach

Φ2 & Φ5

Φ1 & Φ5

Φ1Φ6

Φ4

Φ4

Φ5

Φ2

Φ2Φ5

Φ6Φ1

Φ1 & Φ6

Φ2 & Φ6

Φ2

Φ2

Φ5

D4

D4

D4

Φ1

D1

Φ6

Φ4

APPENDIX E: SIGNAL WARRANT ANALYSIS


7288 Central Parke Blvd.

Mason, OH 45040

City/Twp. Brooklyn, OH (513) 771-8828 Job Number:

Location: Best Buy Drive & Brookpark Road Count Date:

Comments: Page number: 1 of 3

Brookpark EB Brookpark WB Best Buy SB

Start (major street) (major street) (minor street) (minor street) Intsct.

Time Total

12:00 AM 0

1:00 AM 0

2:00 AM 0

3:00 AM 0

4:00 AM 0

5:00 AM 0

6:00 AM 0

7:00 AM 949

8:00 AM 982

9:00 AM 0

10:00 AM 0

11:00 AM 1263

12:00 PM 1543

1:00 PM 0

2:00 PM 1371

3:00 PM 1412

4:00 PM 1586

5:00 PM 1535

6:00 PM 1110

7:00 PM 0

8:00 PM 0

9:00 PM 0

10:00 PM 0

11:00 PM 0

Intersection Data

No. of moving traffic lanes/app. on major st. 3

No. of moving traffic lanes/app. on minor st. 2

Number of intersection approaches: 3

85th percentile major-street speed (mph): 35

Rural or Urban area? (R or U) U

Chartpoints (Normal or High Speed/Non-Urban)

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

0

78

103

82

0

0

0

14

121

0

96

78

16

0

0

88

Intersection Signal Warrant Analysis

HOUR VOLUME

0

0

0

0

14033-003 T05

11/17/2015

596

746

0

680

473

464

0

0

0

0

0

0

699

829

732

548

0

HOUR VOLUMEHOUR VOLUMEHOUR VOLUME

0

0

0

0

0

0

0

579

676

0

0

462

502

Normal

0

0

0

0

0

480

0

0

0

595

635

679

700

0

0

0

0

0

0

0

Best Buy & Brookpark Warrant 2/2/2016 10:12 AM



Mason, OH 45040



Comments: 0 Page number: 2 of 3

MUTCD WARRANT ANALYSIS

Warrant 1

A. Eight-Hour Vehicular Volume

Major street volume requirement: 600

Minor street volume requirement: 200

Warrant hours required: 8

Warrant hours met: 0

Warrant 1A met? NO

B. Interruption of Continuous Traffic

Major street volume requirement: 900

Minor street volume requirement: 100



Warrant 1B met? NO

Combinations of Warrants



Combination Warrant met? NO

Warrant 1 met? NO

Warrant 2 - Four Hour Volumes

(SEE FOUR HOUR VOLUME WARRANT CURVE)



Warrant 2 met? NO

Warrant 3

A. Peak Hour Delay Delay Calculations

Total one minor street stopped time delay warr, veh-hr 5 *Average stopped delay, s 21.1

Total one minor street stopped time delay, veh-hr 0.7092 Average stopped delay, veh-hr 0.0059

Peak hour minor street approach warrant, vph 150 Number of approach vehicles in hour, veh 121

Peak hour minor street approach volume, vph 121 Total stopped time delay, veh-hr 0.7092

Total peak hour intersection vol. warrant, vph 650 *See attached capacity analysis

Total peak hour intersection volume, vph 1543

Warrant 3A met? NO

B. Peak Hour Volume


11/17/2015

14033-003 T05

(SEE PEAK HOUR VOLUME WARRANT CURVE)


0

50

100

150

200

250

300

350

400

450

500

0 200 400 600 800 1,000 1,200 1,400 1,600

Min

or

Str

ee

tH

igh

Vo

lum

e A

pp

roa

ch

(V

PH

)

Major StreetTotal of Both Approaches (VPH)

Four Hour volume warrant - Major and Minor Streets for Urban Locations

Existing Volumes 1 lane & 1 lane 2 or more lanes & 1 lane 2 or more lanes on both

600

700

Peak Hour volume warrant - Major and Minor Streets for Urban Locations



Warrant 3B met? NO

Warrant 3 met? NO

Warrant 4 - Pedestrian Volume

A. Four Hour Warrant



Warrant 4 met? NO

B. Peak Hour Warrant



Warrant 4 met? NO

Warrant 5 - School Crossing

N

0

Insert number of gaps per study period 0

Insert study period length 0

Warrant 5 met? NO

Warrant 6 - Coordinated Signal System

Is this signal to be used to control progressive movement throughout a system? (Y/N) N

Warrant 6 met? NO

Warrant 7 - Crash Experience

A. Adequate trial of alternatives

Adequate trial of alternatives with enforcement has failed to reduce crash frequency: N

B. Crash Experience

No. of intersection accidents within a one-year period susceptible to correction by a traffic signal: 0

C. 80% Volumes



Combination Warrant met? NO

Warrant 7 met? NO

Warrant 8 - Roadway Network

Is this signal to be used to control progressive movement throughout a system? (Y/N) N

Warrant 8 met? NO

Warrant 9 - Intersection Near a Grade Crossing

Is this signal to be used to control a grade crossing? (Y/N) N

If Y, check grade crossing criteria.

Is this signal near or part of a school crossing? (Y/N)

Insert number of crossing schoolchildren in highest crossing hour

0

100

200

300

400

500

600

0 200 400 600 800 1,000 1,200 1,400 1,600 1,800 2,000

Min

or

Str

ee

tH

igh

Vo

lum

e A

pp

roa

ch

(V

PH

)

Major StreetTotal of Both Approaches (VPH)

Existing Volumes 1 lane & 1 lane 2 or more lanes & 1 lane 2 or more lanes on both




Mason, OH 45040



Comments: 0 Page number: 3 of 3

Warrant 1A Warrant 1B

maj st

warnt

maj st

vol.

min st

warnt

min st

vol.

hrs

met

maj st

warnt

maj st

vol.

min st

warnt

min st

vol.

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 935 200 14 0 900 935 100 14 0

600 966 200 16 0 900 966 100 16 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 1175 200 88 0 900 1175 100 88 0

600 1422 200 121 0 900 1422 100 121 1

600 0 200 0 0 900 0 100 0 0

600 1275 200 96 0 900 1275 100 96 0

600 1334 200 78 0 900 1334 100 78 0

600 1508 200 78 0 900 1508 100 78 0

600 1432 200 103 0 900 1432 100 103 1

600 1028 200 82 0 900 1028 100 82 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

600 0 200 0 0 900 0 100 0 0

Warrant hours met 0 Warrant hours met 2

Combination of Warrants Warrant 3A

(1)

maj st

warnt

(2)

maj st

warnt

(1)

min st

warnt

(2) min

st

warnt

maj st

vol.

min st

vol.

80%

wrnt 1

80%

wrnt2

hrs.

met

major

st.

minor

st.

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

11/17/2015

14033-003 T05


480 720 160 80 935 14 0 0 0 949 14 0

480 720 160 80 966 16 0 0 0 982 16 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 1175 88 0 1 0 1263 88 0

480 720 160 80 1422 121 0 1 0 1543 121 1543

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 1275 96 0 1 0 1371 96 0

480 720 160 80 1334 78 0 0 0 1412 78 0

480 720 160 80 1508 78 0 0 0 1586 78 0

480 720 160 80 1432 103 0 1 0 1535 103 0

480 720 160 80 1028 82 0 1 0 1110 82 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

480 720 160 80 0 0 0 0 0 0 0 0

Warrant hours met 0 5 0 Pk Hr 121 1543

Crash Analysis Part C Warrants

(1)

maj st

warnt

(2)

maj st

warnt

(1)

min st

warnt

(2) min

st

warnt

maj st

vol.

min st

vol.

80%

wrnt 1

80%

wrnt2

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 935 14 0 0

480 720 160 80 966 16 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 1175 88 0 1

480 720 160 80 1422 121 0 1

480 720 160 80 0 0 0 0

480 720 160 80 1275 96 0 1

480 720 160 80 1334 78 0 0

480 720 160 80 1508 78 0 0

480 720 160 80 1432 103 0 1

480 720 160 80 1028 82 0 1

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

480 720 160 80 0 0 0 0

Warrant hours met 0 5 5


APPENDIX F: SYNCHRO RESULTS

HCM Signalized Intersection Capacity Analysis Existing3: Ridge Rd & Brookpark Rd Timing Plan: AM

Synchro 9 Report

TEC Engineering, Inc. Page 1

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR

Lane Configurations

Volume (vph) 165 300 45 28 219 160 73 1080 16 197 673 222

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3

Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Frt 1.00 0.98 1.00 0.94 1.00 1.00 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1693 3269 1710 3171 1710 3410 1693 3420 1515

Flt Permitted 0.20 1.00 0.51 1.00 0.33 1.00 0.07 1.00 1.00

Satd. Flow (perm) 350 3269 921 3171 598 3410 126 3420 1515

Peak-hour factor, PHF 0.90 0.88 0.66 0.88 0.77 0.74 0.87 0.89 0.67 0.78 0.92 0.91

Adj. Flow (vph) 183 341 68 32 284 216 84 1213 24 253 732 244

RTOR Reduction (vph) 0 10 0 0 91 0 0 1 0 0 0 125

Lane Group Flow (vph) 183 399 0 32 409 0 84 1236 0 253 732 119

Heavy Vehicles (%) 1% 2% 2% 0% 0% 2% 0% 0% 0% 1% 0% 1%

Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Perm

Protected Phases 3 8 7 4 1 6 5 2

Permitted Phases 8 4 6 2 2

Actuated Green, G (s) 51.8 41.8 34.5 29.5 73.9 64.8 87.3 73.2 73.2

Effective Green, g (s) 51.8 41.8 34.5 29.5 73.9 64.8 87.3 73.2 73.2

Actuated g/C Ratio 0.35 0.28 0.23 0.20 0.49 0.43 0.58 0.49 0.49

Clearance Time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 275 910 238 623 362 1473 256 1668 739

v/s Ratio Prot c0.08 0.12 0.00 0.13 0.01 0.36 c0.12 0.21

v/s Ratio Perm c0.15 0.03 0.10 c0.46 0.08

v/c Ratio 0.67 0.44 0.13 0.66 0.23 0.84 0.99 0.44 0.16

Uniform Delay, d1 37.8 44.5 45.3 55.6 20.5 38.0 47.1 25.0 21.3

Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 0.85 0.77 3.06

Incremental Delay, d2 6.0 1.5 0.3 5.3 0.3 5.9 50.6 0.8 0.4

Delay (s) 43.7 46.0 45.6 60.9 20.8 43.8 90.5 19.9 65.8

Level of Service D D D E C D F B E

Approach Delay (s) 45.3 60.0 42.4 43.6

Approach LOS D E D D

Intersection Summary

HCM 2000 Control Delay 45.8 HCM 2000 Level of Service D

HCM 2000 Volume to Capacity ratio 0.91

Actuated Cycle Length (s) 150.0 Sum of lost time (s) 20.9

Intersection Capacity Utilization 89.8% ICU Level of Service E

Analysis Period (min) 15

c Critical Lane Group

HCM Signalized Intersection Capacity Analysis Existing6: Ridge Rd & Best Buy/HH Gregg Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 3 0 3 4 0 77 3 1504 48 52 1064 17

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00

Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1710 1530 1710 1515 1710 4840 1710 3386 1530

Flt Permitted 0.95 1.00 0.95 1.00 0.20 1.00 0.12 1.00 1.00

Satd. Flow (perm) 1710 1530 1710 1515 362 4840 213 3386 1530


Adj. Flow (vph) 4 0 8 8 0 92 8 1635 64 56 1237 40



Heavy Vehicles (%) 0% 2% 0% 0% 2% 1% 0% 1% 0% 0% 1% 0%

Turn Type Perm Perm Perm Perm pm+pt NA pm+pt NA Perm

Protected Phases 1 2 1 2

Permitted Phases 4 4 4 4 2 2 2




Clearance Time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6


Lane Grp Cap (vph) 117 105 117 104 350 3788 233 2650 1197

v/s Ratio Prot 0.00 0.35 c0.01 c0.37

v/s Ratio Perm 0.00 0.00 c0.00 0.00 0.02 0.19 0.02

v/c Ratio 0.03 0.01 0.07 0.06 0.02 0.45 0.24 0.47 0.03

Uniform Delay, d1 65.2 65.1 65.4 65.3 3.0 5.5 3.0 5.6 3.6



Delay (s) 65.3 65.1 65.6 65.6 4.3 5.0 3.6 6.2 3.7

Level of Service E E E E A A A A A

Approach Delay (s) 65.2 65.6 5.0 6.0

Approach LOS E E A A


HCM 2000 Control Delay 7.6 HCM 2000 Level of Service A



Intersection Capacity Utilization 55.8% ICU Level of Service B



HCM Signalized Intersection Capacity Analysis Existing9: Ridge Rd & I480 EB Ramp Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 245 0 377 0 0 0 0 854 742 317 749 0

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95

Frt 1.00 0.85 1.00 0.85 1.00 1.00

Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (prot) 3317 2666 4865 1515 3221 3386

Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (perm) 3317 2666 4865 1515 3221 3386


Adj. Flow (vph) 275 0 428 0 0 0 0 960 1003 341 902 0



Heavy Vehicles (%) 0% 2% 1% 2% 2% 2% 2% 1% 1% 3% 1% 0%

Turn Type Perm Perm NA Perm Prot NA


Permitted Phases 4 4 2

Actuated Green, G (s) 12.2 12.2 58.2 58.2 16.6 80.8

Effective Green, g (s) 12.2 12.2 58.2 58.2 16.6 80.8

Actuated g/C Ratio 0.12 0.12 0.55 0.55 0.16 0.77

Clearance Time (s) 6.0 6.0 6.0 6.0 6.0

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 385 309 2696 839 509 2605

v/s Ratio Prot 0.20 c0.11 0.27

v/s Ratio Perm c0.08 0.02 c0.51

v/c Ratio 0.71 0.21 0.36 0.93 0.67 0.35

Uniform Delay, d1 44.7 42.0 13.0 21.4 41.6 3.8

Progression Factor 1.00 1.00 1.00 1.00 0.97 2.02

Incremental Delay, d2 6.2 0.3 0.4 17.6 2.5 0.1

Delay (s) 50.9 42.4 13.4 39.0 42.8 7.8

Level of Service D D B D D A

Approach Delay (s) 45.7 0.0 26.5 17.4

Approach LOS D A C B


HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C



Intersection Capacity Utilization 81.4% ICU Level of Service D



HCM Signalized Intersection Capacity Analysis Existing12: Ridge Rd & I480 WB Ramp Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 0 0 0 460 0 311 457 635 0 0 666 341

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.5 6.5 6.5 5.5 5.5

Lane Util. Factor 0.97 1.00 0.97 0.95 0.91

Frt 1.00 0.85 1.00 1.00 0.95

Flt Protected 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 3317 1515 3317 3386 4625

Flt Permitted 0.95 1.00 0.95 1.00 1.00

Satd. Flow (perm) 3317 1515 3317 3386 4625


Adj. Flow (vph) 0 0 0 511 0 366 531 738 0 0 757 411



Heavy Vehicles (%) 2% 2% 2% 0% 2% 1% 0% 1% 2% 2% 1% 0%

Turn Type Perm Perm Prot NA NA


Permitted Phases 4 4

Actuated Green, G (s) 21.4 21.4 26.2 70.6 38.9

Effective Green, g (s) 21.4 21.4 26.2 70.6 38.9

Actuated g/C Ratio 0.20 0.20 0.25 0.67 0.37

Clearance Time (s) 6.5 6.5 6.5 5.5

Vehicle Extension (s) 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 676 308 827 2276 1713

v/s Ratio Prot c0.16 0.22 c0.23

v/s Ratio Perm c0.15 0.11

v/c Ratio 0.76 0.55 0.64 0.32 0.63

Uniform Delay, d1 39.3 37.5 35.2 7.2 27.2

Progression Factor 1.00 1.00 0.89 1.16 0.74

Incremental Delay, d2 4.8 2.0 1.6 0.1 1.7

Delay (s) 44.2 39.4 33.0 8.5 21.8

Level of Service D D C A C

Approach Delay (s) 0.0 42.2 18.7 21.8

Approach LOS A D B C








HCM Signalized Intersection Capacity Analysis Existing15: Ridge Rd & Northcliff Ave Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 53 0 127 0 0 0 224 698 12 12 840 40

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0

Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95

Frt 1.00 0.86 0.85 1.00 1.00 1.00 0.99

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1593 1404 1454 1693 3374 1710 3352

Flt Permitted 0.95 1.00 1.00 0.25 1.00 0.34 1.00

Satd. Flow (perm) 1593 1404 1454 450 3374 621 3352


Adj. Flow (vph) 64 0 144 0 0 0 260 793 20 28 848 65



Heavy Vehicles (%) 2% 0% 0% 2% 2% 2% 1% 1% 0% 0% 1% 0%

Turn Type Perm NA pm+ov pm+pt NA pm+pt NA

Protected Phases 4 5 5 2 1 6

Permitted Phases 4 4 2 6

Actuated Green, G (s) 8.7 8.7 20.5 84.8 74.6 70.7 66.5

Effective Green, g (s) 8.7 8.7 20.5 84.8 74.6 70.7 66.5

Actuated g/C Ratio 0.08 0.08 0.20 0.81 0.71 0.67 0.63

Clearance Time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0

Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0

Lane Grp Cap (vph) 131 116 366 503 2397 461 2122

v/s Ratio Prot 0.01 c0.06 0.24 0.00 0.27

v/s Ratio Perm c0.04 0.00 0.02 c0.36 0.04

v/c Ratio 0.44 0.05 0.12 0.52 0.34 0.06 0.43

Uniform Delay, d1 45.8 44.4 34.8 4.1 5.8 5.7 9.7

Progression Factor 1.00 1.00 1.00 3.61 0.44 1.00 1.00

Incremental Delay, d2 2.4 0.2 0.1 0.8 0.4 0.1 0.6

Delay (s) 48.2 44.6 35.0 15.4 2.9 5.8 10.3

Level of Service D D C B A A B

Approach Delay (s) 42.1 0.0 5.9 10.2

Approach LOS D A A B


HCM 2000 Control Delay 11.1 HCM 2000 Level of Service B






HCM Signalized Intersection Capacity Analysis Proposed3: Ridge Rd & Brookpark Rd Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 165 300 45 28 219 160 73 1080 16 197 673 222

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Frt 1.00 0.98 1.00 0.94 1.00 1.00 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1693 3269 1710 3171 1710 3410 1693 3420 1515

Flt Permitted 0.30 1.00 0.49 1.00 0.32 1.00 0.06 1.00 1.00

Satd. Flow (perm) 541 3269 886 3171 568 3410 111 3420 1515


Adj. Flow (vph) 183 341 68 32 284 216 84 1213 24 253 732 244



Heavy Vehicles (%) 1% 2% 2% 0% 0% 2% 0% 0% 0% 1% 0% 1%







Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0


Lane Grp Cap (vph) 292 1061 307 900 330 1373 228 1539 681

v/s Ratio Prot c0.05 0.12 0.00 0.13 0.02 0.36 c0.12 0.21

v/s Ratio Perm c0.19 0.03 0.10 c0.48 0.07

v/c Ratio 0.63 0.38 0.10 0.45 0.25 0.90 1.11 0.48 0.16

Uniform Delay, d1 33.3 39.0 35.7 44.1 23.2 42.0 49.2 28.9 24.5



Delay (s) 37.4 40.0 35.8 45.8 23.6 51.7 138.4 25.3 21.0

Level of Service D D D D C D F C C

Approach Delay (s) 39.2 45.2 49.9 47.8

Approach LOS D D D D








HCM Signalized Intersection Capacity Analysis Proposed6: Ridge Rd & Best Buy/HH Gregg Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 3 0 3 4 0 77 3 1504 48 52 1064 17

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00

Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1710 1530 1710 1515 1710 4840 1710 3386 1530

Flt Permitted 0.95 1.00 0.95 1.00 0.21 1.00 0.12 1.00 1.00

Satd. Flow (perm) 1710 1530 1710 1515 372 4840 218 3386 1530


Adj. Flow (vph) 4 0 8 8 0 92 8 1635 64 56 1237 40



Heavy Vehicles (%) 0% 2% 0% 0% 2% 1% 0% 1% 0% 0% 1% 0%

Turn Type Perm Perm Perm Perm pm+pt NA pm+pt NA Perm






Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6


Lane Grp Cap (vph) 92 82 92 81 365 3926 240 2747 1241

v/s Ratio Prot 0.00 0.35 c0.01 c0.37

v/s Ratio Perm 0.00 0.00 c0.00 0.00 0.02 0.19 0.02

v/c Ratio 0.04 0.01 0.09 0.06 0.02 0.43 0.23 0.45 0.03

Uniform Delay, d1 67.3 67.1 67.4 67.3 2.1 4.1 2.2 4.2 2.7



Delay (s) 67.5 67.2 67.8 67.7 2.1 3.0 2.7 4.7 2.8


Approach Delay (s) 67.3 67.7 3.0 4.6



HCM 2000 Control Delay 5.9 HCM 2000 Level of Service A



Intersection Capacity Utilization 53.1% ICU Level of Service A



HCM Signalized Intersection Capacity Analysis Proposed9: Ridge Rd & I480 EB Ramp Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 245 0 377 0 0 0 0 854 742 317 749 0

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 5.0 6.0

Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95

Frt 1.00 0.85 1.00 0.85 1.00 1.00

Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (prot) 3317 2666 4865 1515 3221 3386

Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (perm) 3317 2666 4865 1515 3221 3386


Adj. Flow (vph) 275 0 428 0 0 0 0 960 1003 341 902 0



Heavy Vehicles (%) 0% 2% 1% 2% 2% 2% 2% 1% 1% 3% 1% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 5.0


Lane Grp Cap (vph) 464 373 2724 848 418 2539

v/s Ratio Prot 0.20 c0.11 0.27

v/s Ratio Perm c0.08 0.07 c0.45

v/c Ratio 0.59 0.49 0.35 0.80 0.82 0.36

Uniform Delay, d1 40.3 39.7 12.1 17.5 42.3 4.3



Delay (s) 42.4 40.7 12.4 25.3 63.3 11.1

Level of Service D D B C E B

Approach Delay (s) 41.4 0.0 19.0 25.4

Approach LOS D A B C








HCM Signalized Intersection Capacity Analysis Proposed12: Ridge Rd & I480 WB Ramp Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 0 0 0 460 0 311 457 635 0 0 666 341

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 5.0 5.5 5.5

Lane Util. Factor 0.97 1.00 0.97 0.95 0.91

Frt 1.00 0.85 1.00 1.00 0.95

Flt Protected 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 3317 1515 3317 3386 4625

Flt Permitted 0.95 1.00 0.95 1.00 1.00

Satd. Flow (perm) 3317 1515 3317 3386 4625


Adj. Flow (vph) 0 0 0 511 0 366 531 738 0 0 757 411



Heavy Vehicles (%) 2% 2% 2% 0% 2% 1% 0% 1% 2% 2% 1% 0%









Lane Grp Cap (vph) 723 330 733 2275 1831


v/s Ratio Perm c0.15 0.13

v/c Ratio 0.71 0.60 0.72 0.32 0.59

Uniform Delay, d1 36.1 35.2 36.1 6.9 23.8



Delay (s) 39.3 38.1 27.0 2.8 17.9

Level of Service D D C A B

Approach Delay (s) 0.0 38.8 12.9 17.9

Approach LOS A D B B








HCM Signalized Intersection Capacity Analysis Proposed15: Ridge Rd & Northcliff Ave Timing Plan: AM

Synchro 9 Report



Lane Configurations

Volume (vph) 53 0 127 0 0 0 224 698 12 12 840 40

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95

Frt 1.00 0.86 0.85 1.00 1.00 1.00 0.99

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1593 1404 1454 1693 3374 1710 3352

Flt Permitted 0.95 1.00 1.00 0.25 1.00 0.34 1.00

Satd. Flow (perm) 1593 1404 1454 452 3374 621 3352


Adj. Flow (vph) 64 0 144 0 0 0 260 793 20 28 848 65



Heavy Vehicles (%) 2% 0% 0% 2% 2% 2% 1% 1% 0% 0% 1% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 125 110 350 488 2358 468 2141

v/s Ratio Prot 0.00 c0.05 0.24 0.00 0.27

v/s Ratio Perm c0.04 0.00 0.01 c0.37 0.04

v/c Ratio 0.46 0.05 0.04 0.53 0.34 0.06 0.42

Uniform Delay, d1 44.0 42.6 33.8 4.0 6.0 5.2 8.9



Delay (s) 46.7 42.8 33.8 10.5 4.1 5.2 9.6

Level of Service D D C B A A A

Approach Delay (s) 40.7 0.0 5.6 9.4

Approach LOS D A A A








Arterial Level of Service ProposedTiming Plan: AM

Synchro 9 Report


Arterial Level of Service: NB Ridge Rd

Arterial Flow Running Signal Travel Dist Arterial Arterial

Cross Street Class Speed Time Delay Time (s) (mi) Speed LOS

Brookpark Rd III 35 56.6 48.8 105.4 0.47 16.1 D

HH Gregg III 35 10.6 3.0 13.6 0.08 20.8 C

I480 EB Ramp III 35 15.9 13.0 28.9 0.12 14.7 D

I480 WB Ramp III 35 10.9 3.4 14.3 0.08 20.3 C

Northcliff Ave III 35 20.8 4.3 25.1 0.16 23.3 C

Total III 114.8 72.5 187.3 0.91 17.5 D

Arterial Level of Service: SB Ridge Rd



Northcliff Ave IV 35 19.9 10.3 30.2 0.12 14.4 C

I480 WB Ramp IV 35 22.8 16.7 39.5 0.16 14.8 C

I480 EB Ramp IV 35 13.3 13.3 26.6 0.08 10.9 D

Best Buy IV 35 19.4 4.9 24.3 0.12 17.4 C

Brookpark Rd IV 35 12.9 24.7 37.6 0.08 7.5 E

Total IV 88.3 69.9 158.2 0.56 12.7 D

HCM Signalized Intersection Capacity Analysis Existing3: Ridge Rd & Brookpark Rd Timing Plan: Midday

Synchro 9 Report



Lane Configurations

Volume (vph) 272 361 105 52 302 174 109 763 39 182 732 249

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3

Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Frt 1.00 0.96 1.00 0.95 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1693 3206 1710 3223 1676 3358 1693 3386 1471

Flt Permitted 0.20 1.00 0.47 1.00 0.25 1.00 0.15 1.00 1.00

Satd. Flow (perm) 348 3206 840 3223 448 3358 269 3386 1471


Adj. Flow (vph) 292 380 124 72 347 179 120 838 52 212 762 280



Heavy Vehicles (%) 1% 3% 2% 0% 0% 2% 2% 1% 0% 1% 1% 4%







Clearance Time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3


Lane Grp Cap (vph) 343 937 276 652 304 1217 287 1306 567

v/s Ratio Prot c0.13 0.15 0.02 0.15 0.03 0.26 c0.08 0.23

v/s Ratio Perm c0.21 0.05 0.14 c0.28 0.07

v/c Ratio 0.85 0.51 0.26 0.72 0.39 0.73 0.74 0.58 0.19

Uniform Delay, d1 28.2 35.3 33.8 44.7 20.6 33.1 21.5 29.2 24.4



Delay (s) 46.2 37.3 34.3 51.6 21.4 37.0 34.6 19.4 45.6

Level of Service D D C D C D C B D

Approach Delay (s) 40.6 49.5 35.1 27.8

Approach LOS D D D C








HCM Signalized Intersection Capacity Analysis Existing6: Ridge Rd & Best Buy/HH Gregg Timing Plan: Midday

Synchro 9 Report



Lane Configurations

Volume (vph) 76 5 46 34 7 119 9 1142 58 87 1127 115

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.2 5.2 5.0 5.2 5.6 5.6 5.6 5.6 5.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00

Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1720 1530 1732 1530 1710 4825 1710 3386 1530

Flt Permitted 0.70 1.00 0.66 1.00 0.17 1.00 0.18 1.00 1.00

Satd. Flow (perm) 1260 1530 1180 1530 306 4825 323 3386 1530


Adj. Flow (vph) 109 8 56 44 12 161 20 1202 76 128 1238 140



Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0%

Turn Type Perm NA Perm D.Pm NA custom pm+pt NA pm+pt NA Perm






Clearance Time (s) 5.2 5.2 5.0 5.2 5.6 5.6 5.6 5.6 5.6


Lane Grp Cap (vph) 176 214 167 214 340 3079 351 2161 976

v/s Ratio Prot 0.00 0.26 c0.03 c0.37

v/s Ratio Perm c0.09 0.01 0.05 0.01 0.04 0.23 0.06

v/c Ratio 0.66 0.04 0.34 0.11 0.06 0.41 0.36 0.57 0.09

Uniform Delay, d1 48.9 44.6 46.4 45.0 6.2 10.7 5.6 12.4 8.3



Delay (s) 58.0 44.7 47.6 45.3 6.3 9.1 6.2 13.5 8.5

Level of Service E D D D A A A B A

Approach Delay (s) 53.7 45.9 9.1 12.4

Approach LOS D D A B








HCM Signalized Intersection Capacity Analysis Existing9: Ridge Rd & I480 EB Ramp Timing Plan: Midday

Synchro 9 Report



Lane Configurations

Volume (vph) 250 0 250 0 0 0 0 827 508 331 1016 0

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95

Frt 1.00 0.85 1.00 0.85 1.00 1.00

Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (prot) 3285 2693 4865 1530 3252 3386

Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (perm) 3285 2693 4865 1530 3252 3386


Adj. Flow (vph) 291 0 272 0 0 0 0 871 529 345 1069 0



Heavy Vehicles (%) 1% 0% 0% 2% 2% 2% 0% 1% 0% 2% 1% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 437 358 2703 850 503 2582

v/s Ratio Prot 0.18 c0.11 c0.32

v/s Ratio Perm c0.09 0.01 0.19

v/c Ratio 0.67 0.10 0.32 0.35 0.69 0.41

Uniform Delay, d1 47.4 43.8 13.8 14.1 46.0 4.7



Delay (s) 51.2 43.9 14.1 15.2 43.1 10.5

Level of Service D D B B D B

Approach Delay (s) 47.7 0.0 14.5 18.4

Approach LOS D A B B





Intersection Capacity Utilization 66.5% ICU Level of Service C



HCM Signalized Intersection Capacity Analysis Existing12: Ridge Rd & I480 WB Ramp Timing Plan: Midday

Synchro 9 Report



Lane Configurations

Volume (vph) 0 0 0 486 0 378 302 810 0 0 856 331

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.5 6.5 6.5 5.5 5.5

Lane Util. Factor 0.97 1.00 0.97 0.95 0.91

Frt 1.00 0.85 1.00 1.00 0.95

Flt Protected 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 3252 1500 3252 3420 4631

Flt Permitted 0.95 1.00 0.95 1.00 1.00

Satd. Flow (perm) 3252 1500 3252 3420 4631


Adj. Flow (vph) 0 0 0 540 0 402 347 900 0 0 892 385



Heavy Vehicles (%) 2% 2% 2% 2% 0% 2% 2% 0% 0% 2% 1% 2%









Lane Grp Cap (vph) 831 383 514 2159 1969


v/s Ratio Perm 0.17 c0.20

v/c Ratio 0.65 0.80 0.68 0.42 0.62

Uniform Delay, d1 38.2 40.1 45.6 10.6 25.8



Delay (s) 40.0 51.6 41.1 9.7 19.9

Level of Service D D D A B

Approach Delay (s) 0.0 44.9 18.5 19.9









HCM Signalized Intersection Capacity Analysis Existing15: Ridge Rd & Northcliff Ave Timing Plan: Midday

Synchro 9 Report



Lane Configurations

Volume (vph) 141 1 288 0 0 0 460 692 14 9 747 113

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0

Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95

Frt 1.00 0.87 0.85 1.00 1.00 1.00 0.98

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1608 1400 1439 1710 3372 1710 3310

Flt Permitted 0.95 1.00 1.00 0.19 1.00 0.35 1.00

Satd. Flow (perm) 1608 1400 1439 334 3372 633 3310


Adj. Flow (vph) 160 4 327 0 0 0 511 769 24 16 778 128



Heavy Vehicles (%) 1% 0% 1% 2% 2% 2% 0% 1% 0% 0% 1% 2%







Clearance Time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0


Lane Grp Cap (vph) 222 193 659 622 2310 318 1447

v/s Ratio Prot 0.06 c0.22 0.23 0.00 0.27

v/s Ratio Perm c0.09 0.03 0.04 c0.41 0.02

v/c Ratio 0.65 0.21 0.23 0.82 0.34 0.05 0.62

Uniform Delay, d1 46.9 44.0 22.4 20.7 7.4 17.1 25.0



Delay (s) 53.3 44.6 22.6 41.1 5.0 17.2 27.0

Level of Service D D C D A B C

Approach Delay (s) 39.4 0.0 19.2 26.8









Arterial Level of Service ExistingTiming Plan: Midday

Synchro 9 Report





Brookpark Rd III 35 63.0 36.0 99.0 0.61 22.3 C

HH Gregg III 35 10.6 10.1 20.7 0.08 13.6 E

I480 EB Ramp III 35 15.9 14.7 30.6 0.12 13.8 E

I480 WB Ramp III 35 10.9 10.8 21.7 0.08 13.4 E


Total III 121.2 76.6 197.8 1.05 19.2 C




Northcliff Ave IV 35 19.9 28.1 48.0 0.12 9.0 D

I480 WB Ramp IV 35 22.8 19.6 42.4 0.16 13.8 C

I480 EB Ramp IV 35 13.3 11.5 24.8 0.08 11.7 D

Best Buy IV 35 19.4 15.2 34.6 0.12 12.2 D

Brookpark Rd IV 35 12.9 19.2 32.1 0.08 8.8 E

Total IV 88.3 93.6 181.9 0.56 11.1 D

HCM Signalized Intersection Capacity Analysis Proposed3: Ridge Rd & Brookpark Rd Timing Plan: Mid

Synchro 9 Report



Lane Configurations

Volume (vph) 272 361 105 52 302 174 109 763 39 182 732 249

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Frt 1.00 0.96 1.00 0.95 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1693 3206 1710 3223 1676 3358 1693 3386 1471

Flt Permitted 0.28 1.00 0.42 1.00 0.28 1.00 0.15 1.00 1.00

Satd. Flow (perm) 492 3206 760 3223 487 3358 275 3386 1471


Adj. Flow (vph) 292 380 124 72 347 179 120 838 52 212 762 280



Heavy Vehicles (%) 1% 3% 2% 0% 0% 2% 2% 1% 0% 1% 1% 4%







Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0


Lane Grp Cap (vph) 339 1038 314 880 294 1253 290 1397 607

v/s Ratio Prot c0.10 0.15 0.01 0.15 0.03 0.26 c0.08 0.23

v/s Ratio Perm c0.26 0.06 0.15 c0.29 0.08

v/c Ratio 0.86 0.47 0.23 0.55 0.41 0.71 0.73 0.55 0.19

Uniform Delay, d1 34.1 40.4 34.6 46.6 26.0 40.0 26.0 33.4 28.1



Delay (s) 53.6 41.9 35.0 49.0 26.9 43.4 30.1 27.7 77.5

Level of Service D D C D C D C C E

Approach Delay (s) 46.2 47.3 41.5 39.2

Approach LOS D D D D








HCM Signalized Intersection Capacity Analysis Proposed6: Ridge Rd & Best Buy/HH Gregg Timing Plan: Mid

Synchro 9 Report



Lane Configurations

Volume (vph) 76 5 46 34 7 119 9 1142 58 87 1127 115

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00

Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1720 1530 1732 1530 1710 4825 1710 3386 1530

Flt Permitted 0.70 1.00 0.57 1.00 0.19 1.00 0.19 1.00 1.00

Satd. Flow (perm) 1260 1530 1027 1530 338 4825 338 3386 1530


Adj. Flow (vph) 109 8 56 44 12 161 20 1202 76 128 1238 140



Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 1% 0%

Turn Type Perm NA Perm Perm NA Perm pm+pt NA pm+pt NA Perm






Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6


Lane Grp Cap (vph) 161 195 131 195 335 3477 335 2440 1102

v/s Ratio Prot 0.00 0.26 c0.02 c0.37

v/s Ratio Perm c0.09 0.00 0.05 0.01 0.04 0.27 0.07

v/c Ratio 0.73 0.04 0.43 0.11 0.06 0.37 0.38 0.51 0.09

Uniform Delay, d1 62.9 57.3 60.3 57.8 5.0 8.0 4.5 9.2 6.3



Delay (s) 77.9 57.4 62.6 58.1 3.3 5.9 5.3 10.0 6.4


Approach Delay (s) 71.3 59.2 5.8 9.3









HCM Signalized Intersection Capacity Analysis Proposed9: Ridge Rd & I480 EB Ramp Timing Plan: Mid

Synchro 9 Report



Lane Configurations

Volume (vph) 250 0 250 0 0 0 0 827 508 331 1016 0

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 5.0 6.0

Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95

Frt 1.00 0.85 1.00 0.85 1.00 1.00

Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (prot) 3285 2693 4865 1530 3252 3386

Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (perm) 3285 2693 4865 1530 3252 3386


Adj. Flow (vph) 291 0 272 0 0 0 0 871 529 345 1069 0



Heavy Vehicles (%) 1% 0% 0% 2% 2% 2% 0% 1% 0% 2% 1% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 5.0


Lane Grp Cap (vph) 469 385 2534 797 539 2529


v/s Ratio Perm c0.09 0.04 0.18

v/c Ratio 0.62 0.27 0.34 0.35 0.64 0.42

Uniform Delay, d1 40.3 38.2 14.0 14.0 38.9 4.7



Delay (s) 42.8 38.6 14.3 15.2 49.2 6.9

Level of Service D D B B D A

Approach Delay (s) 40.8 0.0 14.7 17.2

Approach LOS D A B B








HCM Signalized Intersection Capacity Analysis Proposed12: Ridge Rd & I480 WB Ramp Timing Plan: Mid

Synchro 9 Report



Lane Configurations

Volume (vph) 0 0 0 486 0 378 302 810 0 0 856 331

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 5.0 5.5 5.5

Lane Util. Factor 0.97 1.00 0.97 0.95 0.91

Frt 1.00 0.85 1.00 1.00 0.95

Flt Protected 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 3252 1500 3252 3420 4631

Flt Permitted 0.95 1.00 0.95 1.00 1.00

Satd. Flow (perm) 3252 1500 3252 3420 4631


Adj. Flow (vph) 0 0 0 540 0 402 347 900 0 0 892 385



Heavy Vehicles (%) 2% 2% 2% 2% 0% 2% 2% 0% 0% 2% 1% 2%









Lane Grp Cap (vph) 845 390 484 2154 1972



v/c Ratio 0.64 0.80 0.72 0.42 0.61

Uniform Delay, d1 32.8 34.5 40.5 9.3 22.3



Delay (s) 34.4 45.4 31.7 3.6 16.3

Level of Service C D C A B

Approach Delay (s) 0.0 39.1 11.4 16.3









HCM Signalized Intersection Capacity Analysis Proposed15: Ridge Rd & Northcliff Ave Timing Plan: Mid

Synchro 9 Report



Lane Configurations

Volume (vph) 141 1 288 0 0 0 460 692 14 9 747 113

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95

Frt 1.00 0.87 0.85 1.00 1.00 1.00 0.98

Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1608 1400 1439 1710 3372 1710 3310

Flt Permitted 0.95 1.00 1.00 0.19 1.00 0.35 1.00

Satd. Flow (perm) 1608 1400 1439 343 3372 633 3310


Adj. Flow (vph) 160 4 327 0 0 0 511 769 24 16 778 128



Heavy Vehicles (%) 1% 0% 1% 2% 2% 2% 0% 1% 0% 0% 1% 2%







Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 231 201 624 566 2185 330 1476

v/s Ratio Prot 0.06 c0.21 0.23 0.00 0.27

v/s Ratio Perm c0.09 0.03 0.05 c0.46 0.02

v/c Ratio 0.62 0.21 0.24 0.90 0.36 0.05 0.61

Uniform Delay, d1 40.2 37.8 21.5 19.4 8.1 14.0 21.0



Delay (s) 45.4 38.3 21.7 42.4 10.0 14.0 22.9

Level of Service D D C D B B C

Approach Delay (s) 34.5 0.0 22.7 22.7

Approach LOS C A C C








Arterial Level of Service ProposedTiming Plan: Mid

Synchro 9 Report






HH Gregg III 35 10.6 6.3 16.9 0.08 16.7 D

I480 EB Ramp III 35 15.9 15.0 30.9 0.12 13.7 E

I480 WB Ramp III 35 10.9 4.6 15.5 0.08 18.7 C


Total III 121.1 79.7 200.8 1.05 18.8 C





I480 WB Ramp IV 35 22.8 15.8 38.6 0.16 15.2 C

I480 EB Ramp IV 35 13.3 8.4 21.7 0.08 13.4 C

Best Buy IV 35 19.4 10.9 30.3 0.12 14.0 C

Brookpark Rd IV 35 12.9 28.1 41.0 0.08 6.9 F

Total IV 88.3 86.9 175.2 0.56 11.5 D

HCM Signalized Intersection Capacity Analysis Existing3: Ridge Rd & Brookpark Rd Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 260 393 150 75 347 171 84 975 22 157 1190 267

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3

Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Frt 1.00 0.96 1.00 0.95 1.00 1.00 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1710 3278 1710 3235 1710 3403 1710 3420 1515

Flt Permitted 0.12 1.00 0.27 1.00 0.09 1.00 0.07 1.00 1.00

Satd. Flow (perm) 222 3278 481 3235 163 3403 126 3420 1515


Adj. Flow (vph) 292 479 169 91 373 192 100 1071 36 180 1308 293



Heavy Vehicles (%) 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 1%







Clearance Time (s) 5.0 5.6 5.0 5.6 5.0 5.3 5.0 5.3 5.3


Lane Grp Cap (vph) 298 841 212 590 183 1274 319 1573 696

v/s Ratio Prot c0.14 0.19 0.03 0.16 0.04 0.32 c0.09 c0.38

v/s Ratio Perm c0.21 0.08 0.20 0.23 0.13

v/c Ratio 0.98 0.74 0.43 0.88 0.55 0.87 0.56 0.83 0.28

Uniform Delay, d1 45.5 51.2 44.3 59.7 29.1 43.4 35.1 35.4 25.1



Delay (s) 91.5 57.2 45.7 77.0 32.4 51.6 36.4 27.2 17.1

Level of Service F E D E C D D C B

Approach Delay (s) 67.9 72.7 50.0 26.5

Approach LOS E E D C





Intersection Capacity Utilization 93.2% ICU Level of Service F



HCM Signalized Intersection Capacity Analysis Existing6: Ridge Rd & Best Buy/HH Gregg Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 104 12 30 45 2 130 5 1410 57 92 1577 81

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00

Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1722 1530 1723 1530 1710 4825 1710 3420 1530

Flt Permitted 0.68 1.00 0.43 1.00 0.09 1.00 0.13 1.00 1.00

Satd. Flow (perm) 1225 1530 781 1530 155 4825 235 3420 1530


Adj. Flow (vph) 144 16 36 68 8 160 8 1454 92 112 1696 92



Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0%







Clearance Time (s) 5.2 5.2 5.2 5.2 5.6 5.6 5.6 5.6 5.6


Lane Grp Cap (vph) 183 229 117 229 196 3319 251 2352 1052

v/s Ratio Prot 0.00 0.32 c0.02 c0.50

v/s Ratio Perm c0.13 0.00 0.10 0.02 0.03 0.31 0.04

v/c Ratio 0.87 0.02 0.65 0.10 0.04 0.46 0.45 0.72 0.06

Uniform Delay, d1 62.4 54.4 60.0 55.1 10.7 10.7 6.8 14.5 7.6



Delay (s) 96.3 54.4 71.8 55.3 14.5 10.7 8.1 16.4 7.7

Level of Service F D E E B B A B A

Approach Delay (s) 88.6 60.6 10.7 15.5

Approach LOS F E B B








HCM Signalized Intersection Capacity Analysis Existing9: Ridge Rd & I480 EB Ramp Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 371 0 431 0 0 0 0 978 677 303 1332 0

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95

Frt 1.00 0.85 1.00 0.85 1.00 1.00

Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (prot) 3317 2693 4914 1515 3285 3420

Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (perm) 3317 2693 4914 1515 3285 3420


Adj. Flow (vph) 408 0 474 0 0 0 0 1029 713 348 1417 0



Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 1% 1% 0% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 524 426 2593 799 517 2521


v/s Ratio Perm 0.12 c0.13 0.29

v/c Ratio 0.78 0.83 0.40 0.54 0.67 0.56

Uniform Delay, d1 46.5 46.9 16.2 18.0 45.7 6.8



Delay (s) 53.7 59.4 16.7 20.6 38.9 16.1

Level of Service D E B C D B

Approach Delay (s) 56.7 0.0 18.3 20.6

Approach LOS E A B C





Intersection Capacity Utilization 123.7% ICU Level of Service H



HCM Signalized Intersection Capacity Analysis Existing12: Ridge Rd & I480 WB Ramp Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 0 0 0 851 0 521 494 907 0 0 818 282

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.5 6.5 6.5 5.5 5.5

Lane Util. Factor 0.97 1.00 0.97 0.95 0.91

Frt 1.00 0.85 1.00 1.00 0.96

Flt Protected 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 3317 1515 3285 3420 4684

Flt Permitted 0.95 1.00 0.95 1.00 1.00

Satd. Flow (perm) 3317 1515 3285 3420 4684


Adj. Flow (vph) 0 0 0 896 0 554 633 975 0 0 889 320



Heavy Vehicles (%) 2% 2% 2% 0% 0% 1% 1% 0% 0% 2% 1% 0%









Lane Grp Cap (vph) 1113 508 537 1885 1592



v/c Ratio 0.81 0.95 1.18 0.52 0.72

Uniform Delay, d1 34.8 37.3 48.1 16.2 33.2



Delay (s) 39.1 65.6 137.8 18.7 26.7

Level of Service D E F B C

Approach Delay (s) 0.0 49.2 65.6 26.7

Approach LOS A D E C








HCM Signalized Intersection Capacity Analysis Existing15: Ridge Rd & Northcliff Ave Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 171 0 250 0 0 0 468 925 28 16 733 106

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0

Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95

Frt 1.00 0.88 0.85 1.00 0.99 1.00 0.98

Flt Protected 0.95 0.99 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1624 1427 1454 1710 3398 1710 3323

Flt Permitted 0.95 0.99 1.00 0.17 1.00 0.28 1.00

Satd. Flow (perm) 1624 1427 1454 309 3398 495 3323


Adj. Flow (vph) 204 0 291 0 0 0 482 1005 36 20 814 125



Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 4% 0% 1% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 5.5 6.0 6.0


Lane Grp Cap (vph) 248 218 670 588 2278 256 1444

v/s Ratio Prot 0.05 c0.21 0.31 0.00 0.28

v/s Ratio Perm c0.11 0.03 0.04 c0.40 0.03

v/c Ratio 0.69 0.20 0.21 0.82 0.46 0.08 0.64

Uniform Delay, d1 46.1 42.6 22.0 21.8 9.0 17.5 25.5



Delay (s) 53.9 43.0 22.2 39.1 6.5 17.7 27.7

Level of Service D D C D A B C

Approach Delay (s) 40.0 0.0 16.8 27.5









Arterial Level of Service ExistingTiming Plan: PM

Synchro 9 Report






HH Gregg III 35 10.6 11.1 21.7 0.08 13.0 E

I480 EB Ramp III 35 15.9 17.0 32.9 0.12 12.9 E

I480 WB Ramp III 35 10.9 19.1 30.0 0.08 9.7 F


Total III 125.8 105.5 231.3 1.10 17.1 D




Northcliff Ave IV 35 19.9 29.4 49.3 0.12 8.8 E

I480 WB Ramp IV 35 22.8 25.4 48.2 0.16 12.2 D

I480 EB Ramp IV 35 13.3 17.2 30.5 0.08 9.5 D

Best Buy IV 35 19.4 17.4 36.8 0.12 11.5 D

Brookpark Rd IV 35 12.9 27.9 40.8 0.08 6.9 F

Total IV 88.3 117.3 205.6 0.56 9.8 D

HCM Signalized Intersection Capacity Analysis Proposed3: Ridge Rd & Brookpark Rd Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 260 393 150 75 347 171 84 975 22 157 1190 267

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0

Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00

Frt 1.00 0.96 1.00 0.95 1.00 1.00 1.00 1.00 0.85

Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1710 3278 1710 3235 1710 3403 1710 3420 1515

Flt Permitted 0.25 1.00 0.27 1.00 0.07 1.00 0.10 1.00 1.00

Satd. Flow (perm) 447 3278 482 3235 118 3403 175 3420 1515


Adj. Flow (vph) 292 479 169 91 373 192 100 1071 36 180 1308 293



Heavy Vehicles (%) 0% 0% 1% 0% 0% 1% 0% 0% 0% 0% 0% 1%







Clearance Time (s) 4.0 6.0 4.0 6.0 4.0 6.0 4.0 6.0 6.0


Lane Grp Cap (vph) 305 994 251 884 156 1383 223 1470 651

v/s Ratio Prot c0.10 0.19 0.03 0.16 0.04 0.32 c0.07 c0.38

v/s Ratio Perm c0.29 0.10 0.26 0.35 0.12

v/c Ratio 0.96 0.63 0.36 0.59 0.64 0.80 0.81 0.89 0.28

Uniform Delay, d1 38.5 45.0 34.9 47.2 30.7 39.1 29.2 39.5 27.7



Delay (s) 78.2 48.0 35.8 50.1 39.4 44.0 60.3 32.7 10.9

Level of Service E D D D D D E C B

Approach Delay (s) 57.4 48.1 43.6 31.9

Approach LOS E D D C








HCM Signalized Intersection Capacity Analysis Proposed6: Ridge Rd & Best Buy/HH Gregg Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 104 12 30 45 2 130 5 1410 57 92 1577 81

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6

Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 0.91 1.00 0.95 1.00

Frt 1.00 0.85 1.00 0.85 1.00 0.99 1.00 1.00 0.85

Flt Protected 0.96 1.00 0.96 1.00 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 1722 1530 1723 1530 1710 4825 1710 3420 1530

Flt Permitted 0.68 1.00 0.46 1.00 0.08 1.00 0.13 1.00 1.00

Satd. Flow (perm) 1223 1530 822 1530 151 4825 233 3420 1530


Adj. Flow (vph) 144 16 36 68 8 160 8 1454 92 112 1696 92



Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% 0% 1% 0% 0% 0% 0%







Clearance Time (s) 5.0 5.0 5.0 5.0 4.0 5.6 4.0 5.6 5.6


Lane Grp Cap (vph) 204 256 137 256 197 3281 253 2325 1040

v/s Ratio Prot 0.00 0.32 c0.02 c0.50

v/s Ratio Perm c0.13 0.00 0.09 0.02 0.03 0.30 0.04

v/c Ratio 0.78 0.02 0.55 0.12 0.04 0.47 0.44 0.73 0.06

Uniform Delay, d1 59.9 52.2 57.3 53.1 11.2 11.3 7.1 15.2 8.0



Delay (s) 77.5 52.2 62.1 53.3 8.3 7.6 8.4 17.3 8.1

Level of Service E D E D A A A B A

Approach Delay (s) 72.9 56.1 7.6 16.3

Approach LOS E E A B








HCM Signalized Intersection Capacity Analysis Proposed9: Ridge Rd & I480 EB Ramp Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 371 0 431 0 0 0 0 978 677 303 1332 0

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 5.0 6.0

Lane Util. Factor 0.97 0.88 0.91 1.00 0.97 0.95

Frt 1.00 0.85 1.00 0.85 1.00 1.00

Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (prot) 3317 2693 4914 1515 3285 3420

Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00

Satd. Flow (perm) 3317 2693 4914 1515 3285 3420


Adj. Flow (vph) 408 0 474 0 0 0 0 1029 713 348 1417 0



Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 1% 1% 0% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 5.0


Lane Grp Cap (vph) 676 549 2289 705 525 2346

v/s Ratio Prot 0.21 0.11 c0.41

v/s Ratio Perm 0.12 c0.15 0.22

v/c Ratio 0.60 0.73 0.45 0.48 0.66 0.60

Uniform Delay, d1 36.1 37.3 18.0 18.4 39.5 8.4



Delay (s) 37.7 42.3 18.7 20.8 14.5 2.2

Level of Service D D B C B A

Approach Delay (s) 40.2 0.0 19.5 4.6

Approach LOS D A B A








HCM Signalized Intersection Capacity Analysis Proposed12: Ridge Rd & I480 WB Ramp Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 0 0 0 851 0 521 494 907 0 0 818 282

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 5.0 5.5 5.5

Lane Util. Factor 0.97 1.00 0.97 0.95 0.91

Frt 1.00 0.85 1.00 1.00 0.96

Flt Protected 0.95 1.00 0.95 1.00 1.00

Satd. Flow (prot) 3317 1515 3285 3420 4684

Flt Permitted 0.95 1.00 0.95 1.00 1.00

Satd. Flow (perm) 3317 1515 3285 3420 4684


Adj. Flow (vph) 0 0 0 896 0 554 633 975 0 0 889 320



Heavy Vehicles (%) 2% 2% 2% 0% 0% 1% 1% 0% 0% 2% 1% 0%









Lane Grp Cap (vph) 1134 518 689 1874 1325



v/c Ratio 0.79 0.95 0.92 0.52 0.86

Uniform Delay, d1 29.7 32.0 38.7 14.3 34.0



Delay (s) 33.5 58.4 69.1 18.2 32.7

Level of Service C E E B C

Approach Delay (s) 0.0 43.0 38.3 32.7

Approach LOS A D D C








HCM Signalized Intersection Capacity Analysis Proposed15: Ridge Rd & Northcliff Ave Timing Plan: PM

Synchro 9 Report



Lane Configurations

Volume (vph) 171 0 250 0 0 0 468 925 28 16 733 106

Ideal Flow (vphpl) 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800 1800

Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0

Lane Util. Factor 0.95 0.91 0.95 1.00 0.95 1.00 0.95

Frt 1.00 0.88 0.85 1.00 0.99 1.00 0.98

Flt Protected 0.95 0.99 1.00 0.95 1.00 0.95 1.00

Satd. Flow (prot) 1624 1427 1454 1710 3398 1710 3323

Flt Permitted 0.95 0.99 1.00 0.20 1.00 0.28 1.00

Satd. Flow (perm) 1624 1427 1454 356 3398 495 3323


Adj. Flow (vph) 204 0 291 0 0 0 482 1005 36 20 814 125



Heavy Vehicles (%) 0% 0% 0% 2% 2% 2% 0% 0% 4% 0% 1% 0%







Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0


Lane Grp Cap (vph) 259 228 567 486 2147 290 1628

v/s Ratio Prot 0.04 c0.17 0.31 0.00 0.28

v/s Ratio Perm c0.11 0.02 0.05 c0.55 0.03

v/c Ratio 0.66 0.12 0.21 0.99 0.48 0.07 0.57

Uniform Delay, d1 39.4 35.9 24.2 19.4 9.8 11.8 18.1



Delay (s) 45.6 36.2 24.3 57.0 5.8 11.9 19.5

Level of Service D D C E A B B

Approach Delay (s) 35.6 0.0 22.0 19.4

Approach LOS D A C B








Arterial Level of Service ProposedTiming Plan: PM

Synchro 9 Report






HH Gregg III 35 10.6 8.3 18.9 0.08 14.9 D

I480 EB Ramp III 35 15.9 19.5 35.4 0.12 12.0 E

I480 WB Ramp III 35 10.9 19.9 30.8 0.08 9.4 F


Total III 125.6 97.9 223.5 1.09 17.6 D





I480 WB Ramp IV 35 22.8 31.7 54.5 0.16 10.7 D

I480 EB Ramp IV 35 13.3 3.0 16.3 0.08 17.8 C

Best Buy IV 35 19.4 19.3 38.7 0.12 10.9 D

Brookpark Rd IV 35 12.9 33.3 46.2 0.08 6.1 F

Total IV 88.3 107.6 195.9 0.56 10.3 D

APPENDIX G: INSPECTION FORMS

Documents

Ridge Road Signal Retiming - dot.state.oh.us Formal... · August 2016 . Ridge Road Signal Timing 1 1. Existing Traffic Signal System ... and main street minimum greens are set to