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CIVIL ENGINEERS - SURVEYORS - LANDSCAPE ARCHITECTS

800 E. WASHINGTON ST, STE. B GREENVILLE, SC 29601


PH: (864)271-0496 FAX: (864)271-0402
www.sitedesign-inc.com
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

VI. Supporting Information –


Standard Questions

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

STANDARDS QUESTIONS
Applicant response to Section 19-3.2(N) General Development Parameters

1. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT


PROVIDES A MIX OF USES.

Greenville County Square is located within an area that the City of Greenville has identified and targeted for dense, mixed use as
part of the Haynie-Sirrine Planned Development (PD). The newly proposed Haynie-Sirrine Neighborhood Greenville County
Square (GCS) sub-district will allow for redevelopment of the Greenville County Square property as a mixed-use development
containing 3.5 million square feet of enclosed building area on approximately 40 acres of land.

The overall design theme for the HSN-GCS sub-district will be a master planned urban center containing a high intensity mix of
government, civic, office, commercial retail, hotel, entertainment and residential uses. Architectural building design and materials
shall complement the surrounding community. Additionally, public open spaces will be interspersed throughout and will include
plazas, squares, courts, or greens and will be provided within the development, where appropriate.

2. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT


UTILIZES CLUSTER OR TRADITIONAL NEIGHBORHOOD DEVELOPMENT
PRINICIPLES TO THE GREATEST EXTENT POSSIBLE THAT IS INTERRELATED AND
LINKED BY PEDESTRIAN WAYS, BIKE WAYS, AND TRANSPORTATION SYSTEMS.

The proposed HSN-GCS sub-district is adjacent to the City of Greenville’s Central Business District and will consist of components
that are urban in density and scale, and will promote both vehicular and non-vehicular access and internal circulation by means of
reconfigured roadways, sidewalks and bikeways. The proposal consists of 3.5 million square feet on approximately 40 acres of land,
which will provide for dense, compact use and development of the site. The project will incorporate multi-use trails along the eastern,
northern, and southern property boundaries to provide additional connectivity to Swamp Rabbit Trail, adjoining parks and
neighborhoods, as well as Downtown Greenville.

3. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT


RESULTS IN LAND USE PATTERNS THAT PROMOTE AND EXPAND OPPORTUNITIES
FOR PUBLIC TRANSPORTATION AND AN EFFICIENT AND COMPACT NETWORK OR
STREETS, ETC.

The proposed road circulation plan demonstrates a series of pedestrian and vehicular connections that are primarily in a grid pattern,
which will provide for a more efficient and compact network. Additionally, three multi-purpose trails will be incorporated along the
northern, eastern, and western property boundaries to provide a more efficient and comfortable pedestrian circulation system for
properties to the south of this site.

4. DESCRIBE THE WAYS IN WHICH THE PROPOSED PLANNED DEVELOPMENT WILL


BE COMPATIBILE WITH THE CHARACTER OF SURROUNDING LAND USES AND
MAINTAIN AND ENHANCE THE VALUE OF SURROUNDING PROPERTIES.

The Southwest Section Master Plan that was adopted in 1998 contemplated mixed-use development with higher residential densities
and commercial intensities in the northern portion of the Haynie Sirrine neighborhood. The 2001 Haynie Sirrine Master Plan
and Neighborhood Code further explored the concept of mixed-use development in these areas, with densities established and
feathered down to ensure compatibility with surrounding properties. As the subject property and surrounding properties have
developed based on these plans, much of the surrounding area consists of commercial, office, multi-family residential, townhome, civic
uses, and single-family residential uses. The proposed modifications to the PD continue with the principles set forth in the original
master plan documents, in terms of providing reduced densities/intensities along the southern/western portions of the site where
lower density/intensity structures exist, including office, commercial, and single-family residential uses.

Page 1 May 2019


Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

VII. PD Regulating Plan

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

VIII. Statement of Intent

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

STATEMENT OF INTENT
A. PURPOSE AND INTENT
In 2017, Greenville County
(County) initiated a process
seeking a qualified real estate
development team to
strategically acquire, demolish,
and redevelop the County’s
University Ridge Campus. This
redevelopment consists of
replacing the County’s existing
administrative office facility with
a new Class-A facility,
commanding the corner of
Church Street and University
Ridge (Figure 1), and master
planning the remainder of the Figure 1: Proposed Greenville County Administrative Office
site to provide for a high-quality Facility
mixed-use development.

The overall objectives for the redevelopment of the campus include the provision of aesthetically striking
and appealing urban building, hardscape and landscape design; enhanced connectivity to the Swamp
Rabbit Trail, Falls Park on the Reedy, the Cancer Survivor Park, Unity Park, Cleveland Park, surrounding
communities, and Downtown Greenville; the creation of sense of place through scale of design and
walkability, and, the incorporation of multiple uses to allow residents and visitors the ability to work, live,
and play.

B. PRIOR CITY MASTER PLANNING AND ZONING EFFORTS


In 1998, the City of Greenville adopted the Southwest Sector Master Plan to redevelop the northern
half of the Haynie-Sirrine neighbrohood. The key elements of this plan included providing stronger
linkages between the Haynie Street sub-sector and surrounding neighborhoods, orienting commercial
infill development along University Ridge and Church Street, and providing for mixed-use
development with higher-density residential and commercial/office redevelopment.

In 2001, the City of Greenville initiated a public planning process to develop a master plan and
neighborhood code specific to the Haynie-Sirrine neighborhood. As a part of this planning effort, the
HSN-University Ridge Village Center sub-district was created to guide the development and
redevelopment of the County Square property and lands to the east and west (Figure 2).

The HSN-URVC sub-district provided for development up to six stories in height and a mixture of
uses, including residential (single-family, duplex, and multi-family apartments), lodging (hotels, inns,
and rental cottages), office, retail (restaurants, entertainment, day care centers, convenience stores and
drive-through facilities), limited manufacturing, and civic uses.

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

Figure 2: Haynie Sirrine Neighborhood Code Master Plan

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

C. PROPOSED ZONING MODIFICATION


As seventeen years has passed since the adoption of the Neighborhood Code, a modification to the zoning
is warranted to update the code, and to provide additional parameters for the redevelopment of the County
Square property. To that end, the need for a new sub-district within the HSN Code has been identified.
This new sub-district, to be called the Greenville County Square (HSN-GCS) sub-district, is necessary to
allow for the creative and new urban approach desired for the redevelopment. Additionally, the new sub-
district will allow the other sub-Districts within the Neighborhood Code to remain unchanged and in-tact,
while allowing the zoning regulations specific to County-owned land to be refined.

Existing development within the HSN-GCS sub-district is generally in keeping with the characteristics of
development patterns typical of the 1960’s, as the majority of the site consists of the former Bell Tower
shopping center (mall) that was re-purposed to County Square in the 1980’s and paved for asphalt parking.
With the intent of redeveloping the HSN-GCS sub-district to revitalize and modernize its uses and
development pattern, the following redevelopment principles have been identified:

• Development of a diverse mix of land uses will always be permitted and encouraged;
• The HSN-GCS sub-district will be home to Greenville County’s new administrative office complex;
• The HSN-GCS sub-district shall be promoted as a viable and vital residential area and multi-family
residential uses shall be encouraged throughout the sub-district;
• Quality public spaces such as streets, sidewalks, parks, and squares where citizens come to know
each other will be provided;
• Re-alignment and reconstruction of roads between Church Street and Howe Street will be
completed to maximize the development potential within the sub-district and to improve circulation
between the sub-district and Greenville’s vibrant downtown;
• The planned network of new roads and smaller blocks will promote walkability and will be
pedestrian friendly;
• The highest intensity uses within the sub-district will be located adjacent to and north of a newly
created realigned University Street. Development intensities will be reduced as you travel to the
southern and western portions of the sub-district to maintain compatibility with the adjacent sub-
districts to the south and west; and,
• Appropriate development standards and design review criteria, as specified in the following sub-
sections, shall be the principal tools used to ensure compatible, high quality development.

D. PROPOSED PHASING
Due to the size of the project, the proposed development schedule is anticipated to take place over the
course of approximately ten years. On and off-site public improvements and impacts on public facilities
can be found attached.
E. UTILITIES AND INFRASTRUCTURE
Public water will be provided by Greenville Water, wastewater will be accepted by the City of Greenville,
wastewater treatment will be provided by Renewable Water Resources (ReWa), electric will be provided by
Duke Energy, video, internet, and voice services will be provided by Spectrum, Cox, Comcast or another
provider, and gas will be provided by Piedmont Natural Gas. Utility “will-serve” letters can be found
attached. Additionally, consideration will be given to infrastructure to support technology, including fiber –
gigabit community, 5G technology, small cell transmitters, and other telecommunications.

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

F. PROPOSED OPEN SPACE AND CONNECTIVITY


The Greenville County Square property is
strategically located proximate to several
of the City’s parks and trails, including the
Swamp Rabbit Trail, Falls Park, Cancer
Survivors Park, Cleveland Park, and
Unity Park (Figures 3-4). Falls Park is
approximately 14.5 acres in size and
nearly adjoins the County Square
property at its northwest corner. The
Cancer Survivors Park is located
approximately 100 feet east of the site and
is approximately 6.8 acres in area. The Sue
Simpson Garden is situated less than a
1/10th of a mile from the site and is
approximately 1.14 acres in area. Cleveland
Park is approximately 1/10th of a mile to Figure 3: Falls Park on the Reedy
the east of the site and is approximately 92
acres in size. Unity Park is slated to consist of 60 acres of park lands and is situated approximately 1.1 miles
(or 3,100 linear feet as the crow flies) northwest of the site along the Swamp Rabbit Trail. In total, the
County Square property will be within a mile of roughly 175 acres of open space once construction of Unity
Park is complete.

Figure 4: Greenville County Square Site Context Map

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

Within the site, open space will be


provided along the northern property
boundary adjacent to the Governor’s
School in the form of a 15 foot wide multi-
use trail and along the western and eastern
boundaries in the form of a 12 foot wide
multi-use trail. Together, these multi-
purpose trails amount to approximately
30,000 SF in area. In addition to these
areas, plazas are anticipated to be located
in two main areas including, the area in
front of the County Square Administrative
Office Facility, and the area along
University Ridge (Figure 5). Other types
of open space throughout the site may
include dog parks, squares, plazas, pocket Figure 5: Proposed Plaza Adjacent to new County Square
parks, rooftop gardens, and the like. Administrative Office Facility

G. STRUCTURED PARKING
Structured parking is anticipated within the HSN-GCS sub-district to meet the parking needs of the
uses planned within the sub-district. There are many reasons from an urban design perspective that
structured parking should be developed within the HSN-GCS sub-district. Reasons to promote the use
of structured parking within the sub-district include the following:
• Structured parking can be provided in a substantially more compact footprint, thereby allowing for
more private development/redevelopment. This in turn creates a broadened economic base and
the potential for additional complementary land uses.
• Large expanses of surface parking discourage pedestrians from walking. Many urban design studies
have shown pedestrians will stop walking and turn around if there are no interesting land uses in a
block.
• Structured parking can provide a large volume of covered spaces, thereby providing protection
from weather.

May 2019
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

IX. Revised Haynie Sirrine


PD Text

May 2019
Haynie-Sirrine Neighborhood Code
TABLE OF CONTENTS: 1.0 PURPOSE: 1.2 GENERAL NEIGHBORHOOD PRINCIPLES:
1. Purpose and Applicability This code was specifically designed to implement the Haynie-Sirrine Neighborhood Master The Inner City Task Force of the Congress for the New Urbanism has developed a set of design principles
Plan. To that end, the City of Greenville has found that it is necessary to enact a new Code that that have proven effective in inner city neighborhoods. These principles have been tested in several HOPE
2. District Standards
addresses specific urban design issues that are not present in the current development VI projects. They are proposed as a set of working principles to be further tested and refined through use.
3. Open Space Overlay District regulations.
4. Building Types Properties located in this Area have been assigned a new “Zone” which regulates the form and • Citizen and Community Involvement: Engage residents, neighbors, civic leaders, politicians,
use of all existing and new development. bureaucrats, developers, and local institutions throughout the process of designing change for
5. General Building Design neighborhoods.
Principles These regulations have been designed to permit a greater variety of uses in close proximity to
• Economic Opportunity: The design of neighborhood development should accommodate
one another than was previously permitted. In order to manage this flexibility a specific set of
6. Street Types and Standards management techniques and scales of construction that can be contracted to local and
design guidelines has been established to regulate the buildings and their relationship to the minority businesses.
7. Parking Standards public realm of the street and formal open spaces.
• Diversity: Provide a broad range of housing types and price levels to bring people of diverse ages,
8. Lighting Standards races, and incomes into daily interaction – strengthening the personal civic bonds essential to an
9. Signs 1.1 APPLICABILITY: authentic community.

10. Environmental Protection 1. The regulations found herein shall be considered applicable to the area encompassed • Neighborhoods: Neighborhoods are compact, pedestrian-friendly, and mixed use with many
by the Haynie-Sirrine Neighborhood Master Plan with all appropriate zones indicated activities of daily life available within walking distance. New development should help repair existing
11. Landscaping neighborhoods or create new ones and should not take the form of an isolated “project”.
on the Plan.
12. Miscellaneous Definitions • Infill Development: Reclaim and repair blighted and abandoned areas within existing neighborhoods
2. Existing uses or approved plans that are non-conforming under the provisions of this
by using infill development strategically to conserve economic investment and social fabric.
13. Greenville County Square (GCS) Code may continue and expand subject to the design provisions found herein.
Sub-District • Mixed Use: Promote the creation of mixed use neighborhoods that support the functions of
3. This Code shall become a new Zoning District with related sub-districts known as the
daily life: employment, recreation, retail, and civic and educational institutions.
Haynie-Sirrine Neighborhood (HSN) and shall replace the current zoning categories
present in this area. The classification of property in this area is as follows: • City-wide and Regional Connections: Neighborhoods should be connected to regional patterns of
transportation and land use, to open space, and to natural systems.
HSN-Neighborhood Edge (NE)
HSN-Neighborhood General (NG) • Streets: The primary task of all urban architecture and landscape design is the physical definition
HSN-Neighborhood Center (NC) of streets and public spaces as places of shared use. Neighborhoods should have an interconnected
HSN-University Ridge Village Center (URVC) network of streets and public open space.
HSN-Greenville County Square (GCS) • Public Open Space: The interconnected network of streets and public open space should provide
opportunities for recreation and appropriate settings for civic buildings.
4. Due to the scope of the Greenville County Square redevelopment project, a new
section has been added to the Haynie-Sirrine Neighborhood Code to regulate the • Safety and Civic Engagement: The relationship of buildings and streets should enable neighbors to
redevelopment process (Section 13). Regulations pertaining to the Greenville County create a safe and stable neighborhood by providing “eyes on the street” and should encourage
Square property are fully housed and contained with Section 13 of the Haynie-Sirrine interaction and community identity. Provide a clear definition of public and private realm through
block and street design that responds to local traditions.
Neighborhood Code. Sections 1-12 of the Neighborhood Code do not apply.
• Dwelling as Mirror of Self: Recognize the dwelling as the basic element of a neighborhood and as
5. The Zoning Administrator shall be responsible for the administration of this District the key to self-esteem and community pride. This includes the clear definition of outdoor space for
and the issuance of all related zoning permits, except: each dwelling.
• Where exceptions are noted in these requirements; and • Accessibility: Buildings should be designed to be accessible and visitable while respecting the
traditional urban fabric.
• The subdivision or re-subdivision of land which shall be processed in
accordance with normal procedures outlined in the Subdivision Ordinance. • Local Architectural Character: The image and character of new development should respond to the
best traditions of residential and mixed use architecture in the area.
• Design Codes: The economic health and harmonious evolution of neighborhoods can be improved
through graphic urban design codes that serve as predictable guides for change.

Revised Draft-03-2019
Page 1 of 22
No changes proposed to pages 2-22
of the Haynie-Sirrine PD text.
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

SECTION 13 – GREENVILLE COUNTY SQUARE (HSN-GCS) SUB-DISTRICT

A. PURPOSE AND INTENT


As seventeen years has passed since the adoption of the Neighborhood
Code, a modification to the zoning is warranted to update the code, and
to provide additional parameters for the redevelopment of the County
Square property. To that end, the need for a new sub-district within the
HSN Code has been identified. This new sub-district, to be called the
Greenville County Square (HSN-GCS) sub-district, is necessary to allow
for a creative and new urban approach for the redevelopment.
Additionally, the new sub-district will allow the other sub-Districts within
the Neighborhood Code to remain unchanged and intact, while allowing
the zoning regulations specific to County-owned land to be refined.

Existing development within the HSN-GCS sub-district is generally in


keeping with the characteristics of development patterns typical of the
1960’s, as most of the site consists of the former Bell Tower shopping
center (mall) that was re-purposed to County Square in the 1980’s and
paved for asphalt parking. With the intent of redeveloping the HSN-
GCS sub-district to revitalize and modernize its uses and development
pattern, the following redevelopment principles have been identified: Figure 1: University Ridge Streetscape Rendering

• Development of a diverse mix of land uses will always be permitted and encouraged;
• The HSN-GCS sub-district will be home to Greenville County’s new administrative office complex;
• The HSN-GCS sub-district shall be promoted as a viable and vital residential area, and multi-family residential uses shall be encouraged;
• Quality public spaces such as streets, sidewalks, parks, and squares where citizens come to know each other will be provided;
• Re-alignment and reconstruction of roads between Church Street and Howe Street will be completed to maximize the development potential
within the sub-district and to improve circulation between the sub-district and Greenville’s vibrant downtown;
• The planned network of new roads and smaller blocks will promote walkability and will be pedestrian friendly (Figure 1);
• The highest intensity uses within the sub-district will be located adjacent to and north of a newly created realigned University Ridge.
Development intensities will be reduced as you travel to the southern and western portions of the sub-district to maintain compatibility with
the adjacent sub-districts to the south and west; and,
• Appropriate development standards and design review criteria, as specified in the following sub-sections, shall be the principal tools used to
ensure compatible, high quality development.

Page 23 May 2019


Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

B. PLANNED DEVELOPMENT REGULATING PLAN AND TRANSITION ZONES


Development within the HSN-GCS sub-district shall be guided by the development criteria contained within the following sub-sections. Six
intensity/height zones have been defined within the HSN-GCS sub-district (Zones A-F) as described in Table 1 and illustrated in Figure 2 below.
Zone A is situated at the corner of University Ridge and Church Street and will accommodate the County Square facility. Zones B and C are along the
re-aligned University Ridge and will provide for the greatest intensity. Zones D-F are intended to transition intensity and density away from University
Ridge.

Table 1: HSN-GCS Sub-District Use and Height Limitations


Maximum # of
Zone Uses Additional Limitations
Stories
“A” Commercial
6
County Square Office Facility Public and Institutional
Commercial
Buildings greater than twelve stories in
“B” Residential
20 height may only accommodate up to
Mixed-Use Village Core Service and Industrial
25% of the total gross land area
Public and Institutional
Commercial
Buildings greater than twelve stories in
“C” Residential
20 height may only accommodate up to
Mixed-Use Village Core Public and Institutional
25% of the total gross land area
Service and Industrial
Commercial
“D” Residential
10
Mixed-Use Public and Institutional
Service and Industrial
Commercial
“E” No single retail tenant can exceed 6,000
Residential 4
Transitional Zone square feet in area
Public and Institutional
Commercial
“F” Residential
10
Mixed-Use Public and Institutional
Service and Industrial

Page 24 May 2019


Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

Figure 2: Planned Development Regulating Plan

Page 25 May 2019


Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

C. PERMITTED AND PERMISSIBLE USES


Permitted uses by right, special exceptions, supplemental use standards, accessory uses and prohibited uses are as follows:
1. Uses Permitted by Right:
a) Residential Uses
i. Cottage subdivision
ii. Duplex dwelling
iii. High-rise multiple-family dwelling
iv. Multiple-family dwelling
v. Single-family dwelling, attached
vi. Single-family dwelling, detached
vii. Upper-story dwelling
viii. Accessory dwelling units
b) Public and Institutional Uses
i. Assisted living facility
ii. Business school
iii. College or university
iv. Communication tower, roof-mounted/small cell antennae (subject to LMO, Section 19-4.3.2(G)
v. Community service (all uses), including but not limited to libraries, museums, senior centers, community centers, youth club
facilities, and social service facilities
vi. Day care center (13+ people)
vii. Emergency response facility
viii. Group day care home (7 to 12 people)
ix. Hospital
x. Medical facility (other than hospital), including but not limited to medical centers, emergency medical care establishments,
medical and dental clinics, and medical and dental labs
xi. Parks such as squares, plazas, recreational trails, greenways, botanical gardens, neighborhood parks, and community parks
xii. Police substation
xiii. Post office
xiv. Preschool
xv. Religious institution
xvi. School, public or private
xvii. Trade school including vocational, technical, or industrial schools
c) Commercial Uses
i. Automobile show room no greater than 5,000 SF in area
ii. Bank, financial institution, or ATM
iii. Barbershop, beauty shop
iv. Bed and breakfast inn

Page 26 May 2019


Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

v. Brewpub (subject to standards specified in Section 13.C.3)


vi. Civic club
vii. Greenhouse (subject to standards specified in Section 13.C.3)
viii. Grocery store
ix. Hotel or motel including suites or extended stays
x. Indoor entertainment facility, general
xi. Offices (all other uses), such as medical and dental offices, and business and professional offices.
xii. Parking lot
xiii. Parking structure
xiv. Personal services (all other)
xv. Radio or TV broadcasting studio
xvi. Restaurant with no seating
xvii. Restaurant, with indoor and outdoor seating and/or food service areas
xviii. Restaurant, with indoor seating only
xix. Retail sales and services exceeding 25,000 gross square feet
xx. Retail sales and services, all other uses
xxi. Retail sales and services uses selling alcoholic beverages (retail sale of wine and beer)
d) Service and Industrial Uses
i. Artisan production establishment
ii. Research and development (all uses)
2. Special Exceptions: The uses listed below will require Special Exception approval from the Board of Zoning Appeals.
a) Communication tower, freestanding
b) Convenience store (small boutique station with up to four pumps)
c) Convention and exhibition hall
d) Dog day care facility (subject to standards specified in Section 13.C.3)
e) Drive-through facilities
f) Event venue
g) Light manufacturing, general
h) Microbrewery (subject to standards specified in Section 13.C.3)
i) Nightclub or bar
j) Outdoor entertainment (all uses)
k) Sports and concern arena
l) Veterinary clinic (subject to standards specified in Section 13.C.3)
3. Supplemental use standards: Uses referenced within this subsection shall comply with the standards listed below. Additionally, definitions have
been provided for uses that are not currently defined within the Land Management Ordinance.
a) Brewpub: A restaurant that prepares handcrafted beer as an accessory use intended for consumption on the premises.
i. Revenue from food sales shall constitute more than 50 percent of the total business revenues.

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Haynie-Sirrine Neighborhood Code

b) Dog day care facility: An establishment providing such services as canine day care for all or part of a day, provided that overnight
boarding is not permitted.
i. Shall be confined to a completely enclosed, soundproofed and air-conditioned building except as provided below;
ii. One outdoor pet relief area may be allowed in conjunction with a pet day care facility or veterinary clinic;
a. Pet relief area shall be no greater than two-hundred-fifty (250) square feet in area;
b. Pet relief area shall be enclosed with a black picket fence ranging between 4-5 feet in height;
c. Pet relief areas shall be located to the rear or side of the building or space in which the pet day care facility or veterinary
clinic is located;
d. Trees, shrubbery and benches are encouraged.
e. Waste stations are required.
iii. Exterior cages shall not be permitted.
iv. Overnight stay of animals is allowed.
v. Solid animal waste must be bagged separately from other refuse.
c) Drive-through facilities
i. Shall be in accordance with LMO, Section 19-6.5.7(G).
d) Greenhouse: A structure utilized to grow produce and herbs, and intended to encourage farm-to-table practices.
i. Shall be designed to blend and be compatible with surrounding urban and/or residential form;
ii. Shall not exceed 5,000 square feet in area;
iii. Shall not be made of plastic or corrugated metal; and,
iv. Outdoor sales and display shall not be allowed except in association with permitted farmers market or special events.
e) Microbrewery: An establishment or facility in which beer, wine, or other alcoholic beverages are produced for on-site consumption
and off-site sales.
i. Beer production not to exceed 10,000 barrels (310,000 gallons) per year; and
f) Veterinary clinic:
i. Shall be confined to a completely enclosed, soundproofed and air-conditioned building except as provided below;
ii. One outdoor pet relief area may be allowed in conjunction with a veterinary clinic;
a. Pet relief area shall be no greater than two-hundred-fifty (250) square feet in area;
b. Pet relief area shall be enclosed with a black picket fence ranging between 4-5 feet in height;
c. Pet relief areas shall be located to the rear or side of the building or space in which the veterinary clinic is located;
d. Trees, shrubbery and benches are encouraged.
e. Waste stations are required.
iii. Exterior cages shall not be permitted.
iv. Overnight stay of animals is allowed.
v. Solid animal waste must be bagged separately from other refuse.
4. Accessory Uses: In addition to the accessory uses identified within the Land Management Ordinance, the following accessory uses are allowed:
a) Automobile wash and detailing
i. Such use shall be located within a parking garage or located to the rear or side of the structure in which the use is accessory to,
in such a manner as to not be visible from public areas.
ii. Such use shall be incidental to an office use or parking use, and shall be required to obtain all necessary permits.

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iii. No buildings dedicated to car washing shall be allowed in conjunction with the use, including an automatic car wash.
iv. Water hoses, spray guns, vacuum stations, and the similar are allowed.
b) Automobile rental
i. The office component of the automobile rental use shall be located within the primary use, and automobiles for rent shall be
located within a parking structure or surface parking lot with no more than twenty (20) spaces dedicated toward the use. Such
spaces shall not be utilized to meet minimum parking standards.
ii. Such use shall be incidental to a hotel, office, or similar use, and shall be required to obtain all necessary permits.
iii. Standalone automobile rental establishments shall not be permitted.
5. Prohibited Uses: Prohibited uses within the HSN-GCS sub district shall be in accordance with the uses listed in under the City of Greenville’s
Land Management Ordinance, subsection 19-4.1.1(D)(2), Prohibited Uses. In addition, the following uses are prohibited within the HSN-GCS
sub district:
a) Automotive, boat and heavy equipment sales and service
b) Adult establishments and adult video stores
c) Automobile parts store
d) Bail bonding
e) Bodily fluid collection services
f) Fortune tellers
g) Laundry and dry-cleaning plant
h) Loan broker or small loan company
i) Pawn shops, payday lenders, title loan lenders, check cashing establishments, deferred presentment lenders, and establishments that deal
primarily in precious metals
j) Restaurant, with drive-through
k) Self-service storage (all uses)
l) Tattoo parlors
m) Veterinary clinic (outdoor)
n) Wholesale establishment

D. DENSITY AND INTENSITY


Development within the HSN-GCS sub-district shall include a maximum of 3.5 million square feet of heated/cooled and enclosed building area.

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Haynie-Sirrine Neighborhood Code

E. MINIMUM LOT AND/OR PARCEL REQUIREMENTS


1. Residential requirements (Multi-Family):
a) Minimum width and area.
i. Width – None
ii. Area – None
b) Maximum lot coverage by all buildings and structures.
i. 100 percent.
c) Minimum yard requirements
i. Front/secondary front 0 feet
ii. Side 0 feet
iii. Rear 0 feet
2. Residential requirements (Townhomes/Single-Family Attached):
a) Minimum width and area.
i. Width – None
ii. Area – None
b) Maximum lot coverage by all buildings and structures.
i. 100 percent.
c) Minimum yard requirements
i. Front/secondary front 0 feet
ii. Side 0 feet
iii. Rear 0 feet
3. Non-Residential (retail, office, hotel, or other) requirements.
a) Minimum width and area: None
b) Maximum lot coverage by all buildings and structures:
i. 100 percent
c) Minimum Yard requirements
i. Front/secondary front 0 feet
ii. Side 0 feet
iii. Rear 0 feet

F. ARCHITECTURAL DESIGN ELEMENTS


1. Design Theme
The overall design theme for the HSN-GCS sub-district will be a master planned mixed-use urban center containing, retail, government
office, office, residential and hotel uses. The HSN-GCS sub-district is located in an urban setting within the City of Greenville that is
surrounded by adjacent urban uses, services and features. The intent of this section is to promote creative solutions that future users may
want to incorporate within the sub-district. As such the overall development may be a blend of architectural styles. To ensure quality
development and maintain and enhance an attractive physical environment, the following architectural guidelines for all development within
the HSN-GCS sub-district are stated herein. Pertinent to an attractive physical environment for the public is the design of the site, use of
colors and materials, signage, building orientation, architectural style, and compatibility with the surrounding urban community. These

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guidelines are intended to promote imagination, innovation and variety by focusing on design principals and encouraging creative solutions
which serve the following purposes:
• Create sense of permanence and place by promoting development that emulates enduring character using quality design and building
materials;
• Promote variety and diversity in architectural design;
• Inspire creative approaches to the use of land and related physical development;
• Encourage the realization and conservation of a desirable and aesthetic urban environment.

2. Architectural Design Guidelines


For development within the HSN-GCS sub-district, the following design criteria shall be applied and administered by the City Manager or
their designee. These guidelines shall govern the development of the site.
• Street level or “Storefront” to include the ground floor of a multi-story building, will require additional design and construction to
provide an increased focus and link to the adjacent public spaces within the rights-of-way.
• Overhangs, awnings, canopies, or other projections from building walls for customer/public entrances shall be required on all ground
level retail. To create visual interest, these entrances may also consist of nano walls, garage door openings, and the like.
• Buildings shall be situated in a manner to promote an urban streetscape consistent with the architecture shown in Figures 3A-3D.
• Buildings shall be configured in a manner that enhances pedestrian activity through any of the following features: (a) Orientation of
the building towards adjacent streets, sidewalks, or open spaces; (b) The inclusion of storefront windows and awnings; (c) Avoidance
of un-broken opaque wall planes facing pedestrians; (d) Pedestrian-oriented entrances; (e) Similar features that foster an active public
realm; or, (f) the inclusion of canopies, overhangs, recesses, projections, arcades, or arches.
• The heights of buildings shall be varied to avoid the appearance of an elongated building mass
• High quality materials shall be used to create a look of permanence within the project. Variations in the design of each building in
terms of color, architecture, and material is encouraged in order to create interest and reduce a monotonous appearance.
• Prohibited materials for non-residential development shall be in accordance with LMO, subsection 19-6.5.7(F)(6).
• Prohibited materials for multi-family residential development shall be in accordance with LMO, subsection 19-6.8.9(H).
• Delivery and loading operations, HVAC equipment, trash locations, backflow preventers and other utility and service functions shall
be screened from pedestrian view through being incorporated into the design of the building, through landscaping, or other methods
• Multi-family residential development shall adhere to the generally accepted Principles of Crime Prevention Through Environmental
Design (CPTED), to the maximum extent practicable. These principles involve the design of walkways, fences, lighting, signage and
landscape to enhance natural site surveillance, control of access, and clear definition of public and private spaces.
• No front yard parking or front loaded garages shall be allowed; however, alley-fed is allowed.
• In instances where a parking structure is visible from a public viewpoint, architectural features are required to minimize the visual
impact. Such features include brick façade, screen materials, signage, paintings or murals, graphics, textured concrete, and the like.
• Parking structures are encouraged to be constructed in a manner that could later be repurposed to another use.
• Public art shall be encouraged to be incorporated throughout the development in public spaces. The Veterans Memorial shall be
located in the plaza adjacent to the new County Square Administrative Office Facility.

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3. Architectural Examples: Non-residential and multi-family residential development shall resemble the architecture depicted below in
Figures 3A-3D. The non-residential and multi-family design standards listed within the Land Management Ordinance shall not apply.

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Haynie-Sirrine Neighborhood Code

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Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

G. INGRESS, EGRESS AND TRAFFIC CIRCULATION


The HSN-GCS sub-district will be served by a hierarchy of streets located within the sub-district. Church Street and University Ridge (realignment of
University Ridge) will serve as the major collector roadways for the sub-district and will be the highest classified streets (Figure 4). Access to all
parcels within the sub-district are planned via public rights-of-way or privately-owned roads. The new segment of University Ridge is planned as a
two-lane undivided roadway with parking lanes, planting areas and walkways. Rights-of-way shall be constructed in accordance with the typical sections
found within Exhibit B.

Vehicular interconnectivity within the sub-district is planned to promote the internal circulation of project traffic to reduce the dependence upon
adjacent collector roadways for access between the uses in the sub-district. Vehicular connection points between parcels will be depicted on the
FDP(s) as they are submitted for review and approval. Additionally, bus stops and ride share drop off locations are shown on the Vehicular
Connectivity exhibit (Figure 4). Final location of bus stops and drop off locations will be finalized during the FDP review and approval process.

Multi-purpose paths shall be constructed along three of the project boundaries (Figure 5). Specifically, a 15-foot-wide multi-purpose path shall be
constructed along the northern project boundary, a 12-foot-wide multi-purpose trail shall be constructed along the east side of the project adjacent to
Church Street, and a 12-foot-wide multi-purpose trail shall be constructed along the west side of the project adjacent to Howe Street. Residential
sidewalks shall be a minimum of 5 feet in width. Sidewalks serving mixed-use and commercial areas shall be a minimum of 8 feet in width. In
commercial and mixed-use areas, wider sidewalks will be encouraged to promote walkability and allow for outdoor seating for cafes and restaurants
within the sub-district. In such cases, there shall be a minimum of 4 feet of clearance for adequate passing distance by pedestrians. Variations to
minimum sidewalk widths shall be allowed to accommodate existing topography constraints. Notwithstanding the foregoing, sidewalks shall be
provided in accordance with minimum ADA requirements.

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Haynie-Sirrine Neighborhood Code

Figure 4: Vehicular Connectivity Diagram

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Haynie-Sirrine Neighborhood Code

Figure 5: Pedestrian and Bicycle Connectivity Diagram

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H. PARKING
There are three basic types of vehicular parking for the Greenville County Square redevelopment project: parallel parking, structured parking, and,
where applicable, surface parking. A parking garage with approximately 1,000 parking spaces is planned to the north of Zone A on the PD
Regulating Plan. It is anticipated that another 2-3 shared parking garages will be constructed throughout the remainder of the site. In recognition
of the mixed-use nature of the project, potential for shared parking, connectivity with pedestrian facilities, the rise in popularity of shared-ride
services, and the future possibilities with autonomous vehicles, minimum parking ratios and requirements have been reduced to avoid over-
parking. According to the Shared Parking Analysis prepared by Walker Consultants, a minimum of 5,263 structured parking spaces will be provided
throughout the site to accommodate the development (Exhibit A). The Shared Parking Analysis may be amended administratively to reflect a
variation in the composition of the development. Pursuant to Land Management Ordinance, subsection 19-6.1.2, the maximum off-street parking
standards of subsections 19-6.1.2 and 19-6.1.3 shall not apply to developments which incorporate a parking structure. Parking space dimensions
shall be in accordance with LMO, Table 19-6.1-4: Standards for Parking Stalls. On-street parking abutting a development parcel’s frontage shall
not be considered in the parking supply calculations to comply with the parcel’s parking space requirements. Bicycle parking shall be provided in
accordance with LMO, subsections 19-6.1.3(C) and 19-6.1.6(K)

I. SIGNAGE
Signage within the HSN-GCS sub-district shall comply with LMO, subsection 19-6.6.

J. LANDSCAPING
Landscaping, buffering and screening shall comply with LMO, subsection 19-6.2 and tree protection shall comply with LMO, subsection 19-6.3.

K. EXTERIOR LIGHTING
Exterior lighting shall comply with LMO, subsection 19-6.4

L. SITE DEVELOPMENT AND RELATED INFRASTRUCTURE


All proposed public and private improvements shall meet the requirements of LMO, subsection 19-6.7 Site Development and Related Infrastructure.
The design and construction of the public and private infrastructure shall conform to all applicable federal and state regulations and the requirements
of the City’s design and specifications manual. Additionally, the Owner will provide all maintenance within the sub-district.

M. OPEN SPACE
Within the site, open space will be provided along the northern property boundary adjacent to the Governor’s School in the form of a 15 foot wide
multi-use trail, along the western boundary adjacent to Howe Street in the form of a 12 foot wide multi-use trail, and along the eastern boundary adjacent
to Church Street in the form of a 12 foot wide multi-use trail. The 12-foot-wide trail along Church Street may meander in and out of right-of-way.
Signage currently found on the Swamp Rabbit Trail will be incorporated along the multi-purpose trails, where applicable, to provide continuity.
Together, these multi-purpose trails amount to approximately 30,000 SF in area. In addition to these areas, plazas are anticipated to be located in two
main areas including, the area in front of the County Square Administrative Office Facility, and the area along University Ridge (Figure 5). Further, a
minimum of three dog parks will be sited throughout the site proximate to or as a part of multi-family residential uses. In addition to the foregoing,
other types of open space throughout the site may include squares, plazas, pocket parks, rooftop gardens, and the like (see “Permitted Types”).

1. General Provisions:

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a. Open space consists of all greenways, meadows, parks, sports fields/stadiums, greens, squares, plazas, community gardens, rooftop
gardens, playgrounds, dog parks, and private open space amenities. Definitions of these open space types are provided below.
b. Open space shall be planned and accessible and usable by persons living nearby.
c. Playground equipment, statues, and/or fountains, when installed, should be located in squares and parks.
d. Open space shall connect to street frontage, building access points, or a combination of both to encourage use and enhance safety and
surveillance of the space. Open space shall adhere to Crime Prevention through Environmental Design (CPTED) principles.
e. Open space can be separately deeded to either a property owner’s association, a non-profit land trust or conservancy, Greenville County,
the City of Greenville, or otherwise permanently protected through deed restriction.
2. Permitted Types:
a. Greenway: A corridor encompassing a trail for bicycles or pedestrians. The trajectory of a greenway should lead through rural as well
as urban areas, connecting the countryside to urban parks. The landscaping pattern should be appropriate to the location: naturalistic
within the countryside, and formal within the neighborhoods.
b. Meadow: An area available for unstructured recreation outside of a neighborhood. A meadow is naturalistic, consisting of native
plants, growing unchecked, and requiring minimal maintenance.
c. Park: A large open area available for recreation, usually located at the neighborhood edge, and fronted by buildings. Its landscape comprises
paved paths and trails, some open lawn, trees and open shelters, all naturalistically disposed and requiring limited maintenance.
d. Sports field/Stadiums: An open area or facility and its related ancillary buildings specifically designed and equipped for large-scale
structured recreation. Such fields should be confined to the edges of neighborhoods as their size is disruptive to the fine-grained network
which is required for pedestrian travel.
e. Green: A medium-sized public space available for unstructured recreation, circumscribed by building facades, its landscape consisting of
grassy areas and trees, naturalistically disposed and requiring only limited maintenance.
f. Square: A public space, seldom larger than a block, at the intersection of important streets. A square is circumscribed spatially by frontages;
its streetscape consists of paved walks, lawns, trees, and civic building all formally disposed and requiring substantial maintenance.
g. Plaza: A public space at the intersection of important streets set aside for civic purposes and commercial activities, A plaza is circumscribed
by frontages; its landscape consists of durable pavement for parking and trees requiring little maintenance. All parking lots on frontages
should be designed as plazas with the paving not marked or detailed as parking lots.
h. Community Gardens: A grouping of garden plots available for small-scale cultivation, generally to residents of apartments or other
dwelling types without private gardens. Community gardens should accommodate individual storage sheds. Community gardens are
valuable for their recreational and communal role, similar to that of a club.
i. Rooftop Gardens: Rooftop gardens are man-made green spaces on the topmost levels of building structures. They may be designed to
grow produce, provide play space, give shade and shelter, or provide a green area.
j. Playground: A small open area specifically designed and equipped for the play of small children. A playground is usually fenced and may
include an open shelter. Playgrounds should be interspersed within residential areas, a short walking distance from dwellings.
k. Dog Park: A small open area specifically designed and equipped for the play of dogs. The dog park is usually fenced and must include pet
waste disposal stations. Dog parks should be interspersed within residential areas, a short walking distance from multi-family areas.
l. Private Open Space: Patios, porches, decks, balconies, and yards that are a component of multi-family residential development.

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N. FINAL DEVELOPMENT PLAN APPROVAL


Requests for Final Development Plan (FDP) approval for development (including multi-family residential uses) within the HSN-GCS Sub-district shall
be submitted to the City for review and approval by the Administrator or their designee. The submitted FDP will be reviewed for conformance with
the approved HSN-GCS development standards adopted in this section of HSN Code. If determined to be in substantial conformance with the HSN-
GCS Sub-district requirements, the landowner may proceed to develop the land subject to the FDP.

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EXHIBIT A
MEMORANDUM
GREENVILLE COUNTY SQUARE

PROJECT #19-1149.00

DATE: May 10, 2019


TO: GT RP Greenville
ADDRESS: 309 East Paces Ferry Road, Suite 325
CITY/STATE: COPY Atlanta, GA 30305

FROM: Joey D. Rowland, P.E.


PROJECT NAME: Greenville County Square
PROJECT NUMBER: 19-1149.00

Per your request, Walker Consultants has performed a shared used analysis to determine the minimum amount
of parking required for the Greenville County Square development. In a large mixed-use development, it
is customary to use the concept of shared parking to determine the overall parking demand for the
project. Fluctuating patterns of demand allow different land uses to share the parking supply, thereby reducing
the total number of parking spaces and impervious area needed to support a development. By ensuring
that the development offers an appropriate parking supply for the busiest hour of the year (without an
unneeded surplus), owners are also able to maximize open space and undeveloped area.

SHARED PARKING METHODOLOGY

The process of developing a shared use parking model is derived from basic demand ratios developed by
the Urban Land Institute, the Institute of Transportation Engineers, and other agencies. Base ratios are
developed by observing hourly accumulations of vehicles around standalone land uses during a standard year
(365 consecutive days) and identifying design conditions for a weekday and a weekend. At the peak hour of the
year, a comparison is made between the total number of cars parked and a key driver specific to the land use
(square footage for most land uses, rooms for a hotel, bedrooms for a residential complex, etc). The result of
this analysis yields a gross or unadjusted demand.

Several factors are applied to determine the shared demand. The first factor is a “drive ratio.” The drive
ratio represents the percentage of users arriving at the site by means other than personal vehicle. The second
factor is the “non-captive ratio.” Non-captive ratios are typically expressed as a percentage of users who
create no incremental parking demand when visiting more than one land use on the same trip. For
example, an office building employee may walk to a restaurant or retail shop during lunch. Overall, the effects
of the captive market can be significant. The use of the non-captive ratio factor ensures that patrons are not
counted twice in the overall parking demand estimate for the study area. The final and perhaps the most
significant adjustment applied to the shared use analysis is the “presence factor.” The presence factor is
expressed as a percentage of peak potential demand modified for time of day and month of year. Presence
can have a significant effect on parking demand in a mixed-use development.

|1
MEMORANDUM
GREENVILLE COUNTY SQUARE

PROJECT #19-1149.00

PROJECT OVERVIEW

The Greenville County Square is a master-planned 40-acre development located south of downtown Greenville,
SC. The center piece of the project will include a new County Government Complex with two office buildings and
a civic plaza. Other parts of the development will include a mix of land uses including residential, office,
restaurant, retail, fitness center, grocery, and a hotel. Figure 1 below shows the planned development and street
system.

Figure 1: Greenville County Square Master Plan (Image Courtesy of GT RP Greenville)

|2
MEMORANDUM
GREENVILLE COUNTY SQUARE

PROJECT #19-1149.00

GT RP Greenville has indicated that the conceptual master plan will includes the following land uses and
densities as shown in Table 1 below.

Table 2: Development Summary

Land Use Density


County Building: 250,000 SF
Office: 1,120,000 SF
Residential: 1500 Units
Retail (General Use): 123,000 SF
Retail (Restaurant): 41,000 SF
Cinema: 800 Seats
Fitness Center: 60,000 SF
Grocery: 30,000 SF
Hotel: 200 Rooms

PARKING REQUIREMENTS

The off-street parking requirements are outlined in the City of Greenville, SC Code of Ordinances, Section 19-6.1.3.
Table 19-6.1-1: Off-street Parking Requirements Schedule A gives the minimum spaces required and the maximum
spaces allowed for typical land uses. These requirements are given below in Table 2. Note that the County Office
Building will be parked at 1 space per 250 square feet by prior Agreement.

Table 2: City of Greenville Off-Street Parking Requirements

Use Category Use Type Minimum Spaces Maximum Spaces


Required Allowed
Residential Multi-Family Dwelling 1.5 per Dwelling To be determined
Unit
Office Other Offices 1 per 600 square 1 per 150 square
feet feet
Retail sales and Retail sales and 1 per 500 square 1 per 250 square
services services, all other uses feet feet
Retail sales and Health club or spa 1 per 250 square To be determined
services feet
Retail sales and Indoor entertainment 1 per 3 fixed To be determined
services facility seats, or 1 per
300 SF, whichever
is greater
Retail sales and Grocery Store 1 per 650 square 1 per 250 square
services feet feet
Visitor Hotel or motel .75 per guest 1.0 per guest
Accommodations room room

|3
MEMORANDUM
GREENVILLE COUNTY SQUARE

PROJECT #19-1149.00

SHARED PARKING DEMAND

Walker used the base ratios above to calculate the “unadjusted demand” for the Greenville County Square
development. Based on the City parking ratios, the unadjusted demand is calculated to be 6,892 spaces.

As discussed above, the “non-captive” adjustment reflects the percentage of patrons visiting the land use that are
not already present. For example, the non-captive adjustment for retail, restaurant, and grocery is 80%. That
means that 80% of these patrons are arriving from off site whereas 20% are already there from another land use,
such as office workers or residential tenants walking to a restaurant or retail shop.

The “drive ratio” adjustment reflects the percentage of patrons who drive their own car to the development. For
office users, it is assumed that 5% of the workers live close enough to walk or bike to work or take public
transportation, ride sharing, or car pool with a co-worker. For hotel users, it is assumed that 25% will arrive at the
hotel by taxi, Uber/Lyft, or other shared ride service.

The presence factor is derived from ULI tables that list the expected presence of a land use at each hour of the
day. For our analysis, it was determined that 2:00 pm is the peak hour for parking demand. For example, at 2:00
pm, it is expected that 100% of office workers will be present, whereas on 65% of the residents are there at that
same time.

Each of the adjustments above are applied to unadjusted demand to arrive at a shared parking demand for the
development. Taking the development as a whole and assuming that parking supply will be sufficiently distributed
throughout the site, the shared use peak hour parking demand is calculated to be 5,263 spaces. This is considered
to be the minimum required for the development and reflects a total shared use reduction of 23.6%. Table 3
below is a summary of the shared parking analysis.

Table 3: Shared Parking Demand Summary

Unadjusted Adjustments Shared


Land Use Density Ratio Shared Demand
Demand Non-Captive Drive Ratio Max Presence Reduction
County Office 250,000 4 per 1000 SF 1000 100% 95% 100% 950
Office 1,120,000 1 per 600 SF 1870 100% 95% 100% 1777
Retail 123,000 1 per 500 SF 246 80% 100% 100% 197
Restaurant 41,000 1 per 100 SF 410 80% 95% 90% 280
Residential 1,500 1.5 per Unit 2250 100% 100% 65% 1463
Fitness Center 60,000 1 per 250 SF 240 90% 100% 70% 151
Cinema 800 1 per 3 Seats 264 95% 100% 55% 138
Hotel 200 .75 per Key 150 100% 75% 60% 68
Grocery 30,000 1 per 650 SF 462 80% 100% 65% 240

TOTALS 6892 5263 23.6%

|4
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

XII. Supplemental Materials


Includes: Master Plan, Vehicular Connectivity
Diagram, Site Context Diagram, Pedestrian and
Bicycle Connectivity Diagram, Massing
Examples, Topographic Survey, HSN Sub-
District Map, and University Ridge Fiscal
Impact Analysis,

May 2019
CONCEPTUAL MASTER PLAN

10 story office tower on visual centerline of --------------------------�


I
Main Street with views over downtown skyline
250,000 sf - - ----------------------
- - - - - 8 story office tower over retail podium
200,000 sf

Connection to Reedy Falls Park-----------------


---re- -
-,11 ----------------- Linear park along north boundary of site with
multi-use trail connections

Retail
10K Shared Parking
Extend University Street creating retail shopping -----------�F�&-'�
'
Deck C
7 Levels ' '
street +/· 1,000 sp

f/3---f+---- ,-----r++----- 12 story office tower over parking podium


I 300,000 sf
I
3 level fitness center over ground level retail - - - - - - - - - - -+
- If-------'�----,,-:-�- --'
- ��� I
Residential
/
with lobby access from paseo space /
Parking Deck

60,000 sf ,_ 5 story residential with visual connection to


,.,
,.,
,_ "' I Shared Parking
Deck A county plaza - +/- 280 units
Residential wrapping parking deck with ground -----------,.,"'---jt-f-,________ 6 Levels
+/· 1,070 sp
level retail along University Street � Residential
Parking Deck Paver street as part of plaza environment for
+/- 425 units access to County Square and parking deck

Hotel above retail with amenity and meeting - - - - - - - - - -


-II-+-++-+--�
Right-in/right-out access for service and lower
room level overlooking central plaza Retail level of parking deck
+/- 200 rooms ,_
,.,
,.,
"'
"',_ Civic plaza area with Veterans Wall integrated
Cinema
I
38K
I into plaza design
<'.

Shared Parking
Deck B New 5 story County Square office anchoring
Multi-use trail along Howe Street frontage ____________,, 6 Levels
+/- 1,235 sp public plaza space and corner of University
Ridge and Church Street - 250,000 sf
---94'--

5 story residential wrapping amenity --------------------"c-' �=---------------- '------------ Emergency vehicle parking along University
courtyard and parking deck +/- 380 units Residential Ridge
Parking Deck

'------------+------------ 12 story office tower above retail and parking


Neighborhood grocery and retail with 8 stories- - - - - - - - - - - - -
------'\c'¼-----'� podium and overlooking central plaza and
of residential above and 5 levels wrapping Residential
County Square - 250,000 sf
parking deck and Retail
Parking Deck
Development Summary
Optional location for 5 levels of loft office with----------------
----\------, Retail 300,000 sf
120,000 sf or a 150 room hotel Retail 172,000 sf
Office Grocery 30,000 sf
Parking Deck Cinema 38,000 sf
Fitness Center 60,000 sf
Loft Office 120,000 sf
Office 1,000,000 sf
County Square Office 250,000 sf
Hotel 175,000 sf (200 rooms)
Residential 1,655,000 sf (1,500 units)

Total Development 3,500,000 sf


Shared Parking 4,000 sf
UUM,f T

0 25 50 100 '""

GREENVILLE COUNTY SQUARE CP-4


WAKEFIELD
BEASLEY &
ASSOCIATES GREENVILLE I SOUTH CAROLINA 25 MARCH 2019
A l'ELSON Com?11ny
CIVIL ENGINEERS - SURVEYORS - LANDSCAPE ARCHITECTS

800 EAST WASHINGTON STREET, SUITE B GREENVILLE, SC 29601


PH: (864)271-0496 FAX: (864)271-0402
www.sitedesign-inc.com
CIVIL ENGINEERS - SURVEYORS - LANDSCAPE ARCHITECTS

800 EAST WASHINGTON STREET, SUITE B GREENVILLE, SC 29601


PH: (864)271-0496 FAX: (864)271-0402
www.sitedesign-inc.com
CIVIL ENGINEERS - SURVEYORS - LANDSCAPE ARCHITECTS

800 EAST WASHINGTON STREET, SUITE B GREENVILLE, SC 29601


PH: (864)271-0496 FAX: (864)271-0402
www.sitedesign-inc.com
CIVIL ENGINEERS - SURVEYORS - LANDSCAPE ARCHITECTS

800 EAST WASHINGTON STREET, SUITE B GREENVILLE, SC 29601


PH: (864)271-0496 FAX: (864)271-0402
www.sitedesign-inc.com
March 2, 2018

UNIVERSITY RIDGE FISCAL AND


ECONOMIC IMPACT ANALYSIS
GREENVILLE, SOUTH CAROLINA

Prepared by:

RKG Associates, Inc.


Economic, Planning and Real Estate Consultants

300 Montgomery Street


Suite 203
Alexandria, VA 22314
703.739.0965
www.rkgassociates.com
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

TECHNICAL MEMORANDUM

To: Patrick Leonard, Principal


RocaPoint LLC
From: Russell Archambault, Vice President and Principal
RKG Associates, Inc.
Re: University Ridge Development
Greenville, SC
Date: March 2, 2018

I. INTRODUCTION

In early 2017, Greenville County issued a formal request for sealed proposals from
qualified real estate development teams to strategically acquire, demolish, and redevelop
up to 37.4± acres of County government-owned property located on University Ridge in
the City of Greenville, South Carolina. The County is seeking the replacement of an
Greenville County administrative office facility prior to demolishing the current structure
and developing the remainder of the site to complement and enhance economic
development investment and functionality within Downtown Greenville.

The County’s stated objectives for the project include:

• High Quality Development and Management Intensive,


• High Density Urban Land-Usage,
• Aesthetically Striking and Appealing Urban Buildings, Hardscape, and Landscape
Design,
• Thoughtful Consideration for the Replacement of a County Administrative Office
Facility,
• Connectivity to Downtown Greenville, Adjacent Parks, Trails and Surrounding
Properties,
• Distinct Sense of Place, Including Walkability, Greenspace and Public Gathering
Spaces,
• Adequate Parking and Vehicular and Pedestrian Traffic Circulation and
• Significant Positive Community Impact.

RocaPoint, LLC of Atlanta, GA is currently working with the Greenville County


government to plan and negotiate the redevelopment of this site. In conjunction with
those negotiations, RocaPoint has retained the services of RKG Associates, Inc. of to
estimate a “one-time” fiscal and economic impact of the project at “buildout.” This type
of analysis estimates the final dollar impacts in current dollars (2017) and assumes that all
building uses have reached stabilization and are fully operational. While the project will
be completed in phases and could take years to reach full occupancy, this analysis is
simplified to provide and “order-of-magnitude” estimate for planning purposes.

1|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

Figure 1 – University Ridge Site

II. PROJECT DESCRIPTION

The University Ridge Table 1


development proposed by Building Program Summary
RocaPoint LLC is a large University Ridge Development
% of
mixed-use development on
Construction Type Building SF Total No. Units
approximately 37 acres OFFICE SPACE
located just southeast of Private Office Space 650,000 18.9%
Downtown Greenville. The County Office Space 250,000 7.3%
RETAIL SPACE
project is comprised of 3.4
Retail/Service/Restaurant Space 515,000 15.0%
million square feet of new HOTEL
building space, the largest Full-Service Hotel 330,000 9.6% 300
of which is 1,200 units of APARTMENTS
multi-family residential Multi-Family Units 1,340,425 39.0% 1,200
PARKING
accounting for 1.3 million SF Parking Structure (1,000 spaces) 350,000 10.2% 1,000
or 39% of the total (Table 1). Totals - Assessed Value and Property Taxes 3,435,425 100.0%
In addition, roughly 900,000 Source: RocaPoint LLC and RKG Associates 2016
SF of new office space is

2|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

being proposed, including a new 250,000 SF municipal office complex that will house 500
Greenville County government employees. The existing county office complex will be
demolished to make room for this new redevelopment.

III. FISCAL IMPACT ANALYSIS

The fiscal impact analysis includes an examination of the major municipal revenues and
expenditures to be generated by the University Ridge project. Typically, such analyses
will include general municipal expenditures for a full range of local government services,
as well as the cost of educating children moving into the development. Because the project
is located within the City of Greenville, the project will generate revenues for the City of
Greenville, Greenville County and the Greenville County School District.

In addition, there are other local taxes and fees that will be levied on the gross revenues
of various businesses, as well as a local hospitality tax on prepared foods sold in
restaurants and hotels and a local accommodations tax on the sale of hotel rooms in
Greenville. Because the property is located within the City of Greenville, no additional
taxes or fees imposed by Greenville County apply. Other than real, motor vehicles and
personal property taxes, other County fees and taxes apply to the unincorporated portions
of Greenville County. At this early stage, it is difficult to estimate what percentage of the
fiscal impacts will be new, rather than transferred from some other parts of Greenville
County. Undoubtedly, some households and businesses currently located within the
County will chose to relocate to University Ridge. RKG’s analysis assumes that when that
occurs, other households and businesses will “backfill” the spaces that have been vacated.

A brief description of each of the major revenue sources estimated for this analysis are
contained below.

A. Municipal Revenues:

1. Real, Personal Property and Motor Vehicle Taxes - City taxpayers must pay a
millage on the assessed value of real property, personal property and motor
vehicles. That millage rate is determined by the project’s location within a specific
taxing district. For the University Ridge project, the millage rates for Tax District
500 apply and include the City of Greenville (.0853 mills plus a 0.5 mill Arena tax),
Greenville County (.0669 mills) and the school district (.1849 mills) for a total
millage rate of .3445 (Table 2). This tax rate is then applied to the property’s total
assessed value (both real, personal property and motor vehicles), which in
calculated using different assessment ratios depending on the type of property.
For example, owner-occupied residential property is assessed at 4% of appraised
value, while commercial personal property is assessed at 10.5% of appraised value
or market value.

3|Page
Table 2
Real Property Assessed Value & Taxes
University Ridge Development
TOTAL APPRAISED VALUE TOTAL ASSESSED VALUE ANNUAL PROPERTY TAX REVENUES
Total Real Total Appraised Total Real Motor Motor Other Greenville Green Co. City of
City of Greenville, SC

No. of No. of Property Value (Real, PP, Property Vehicles Vehicles Personal Total Assessed County Millage School District Greenville Total Property
Development Type Estab. Building SF Units Land Value Buidling Value Appraised Value Motor Veh) Assessed Value (Households) (Business) Property Value Rate Millage Rate Millage Rate Tax Revenue
0.06 0.06 0.105 0.105 0.0669 0.1918 0.0858 0.3445
OFFICE SPACE
Private Office Space 131 650,000 $ 26,000,000 $ 227,500,000 $ 253,500,000 $ 256,009,284 $ 15,210,000 $ - $ 263,475 $ 655,241 $ 16,128,716 $ 1,079,011 $ 3,093,488 $ 1,383,844 $ 5,556,343
County Office Space 1 250,000 $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ - $ -
RETAIL SPACE
Retail/Service/Restaurant Space 94 515,000 $ 23,175,000 $ 206,000,000 $ 229,175,000 $ 230,971,476 $ 13,750,500 $ - $ 188,630 $ 469,108 $ 14,408,238 $ 963,911 $ 2,763,500 $ 1,236,227 $ 4,963,638
HOTEL
Full-Service Hotel 1 330,000 300 $ 12,000,000 $ 115,500,000 $ 127,500,000 $ 127,519,111 $ 7,650,000 $ - $ 2,007 $ 4,991 $ 7,656,997 $ 512,253 $ 1,468,612 $ 656,970 $ 2,637,836
University Ridge Fiscal and Economic Impact Analysis

APARTMENTS
Multi-Family Units 1,340,425 1,200 $ 45,600,000 $ 321,702,000 $ 367,302,000 $ 383,909,650 $ 22,038,120 $ 980,490 $ - $ 27,947 $ 23,046,556 $ 1,541,815 $ 4,420,329 $ 1,977,395 $ 7,939,539
PARKING
Parking Structure (1,000 spaces) 1 350,000 1,000 $ 1,333,333 $ 18,666,667 $ 20,000,000 $ 20,019,111 $ 1,200,000 $ - $ 2,007 $ 4,991 $ 1,206,997 $ 80,748 $ 231,502 $ 103,560 $ 415,811
Totals 228 3,435,425 $ 108,108,333 $ 889,368,667 $ 997,477,000 $ 1,018,428,632 $ 59,848,620 $ 980,490 $ 456,118 $ 1,162,276 $ 62,447,504 $ 4,177,738 $ 11,977,431 $ 5,357,996 $ 21,513,165
Source: RocaPoint LLC and RKG Associates 2016

4|Page
March 2018
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

The proposed University Ridge development has an estimated appraised value of


$997.5 million in real property, with an additional $20.7 million in motor vehicles
and $11.3 million in other personal property value, which comes to $1.02 billion in
total appraised value. After adjusting for a local assessment ratio of 6% for
commercial properties, motor vehicles and 10.5% for other personal property, the
total real property assessed value is adjusted to $59.8 million, with an additional
$1.4 million for motor vehicles and $1.2 million in personal property value. The
three millage rates are then applied to the total assessed value of $62.4 million
resulting in property tax revenues of more than $21.5 million at buildout.

2. Business License Fees – The second largest revenue source for the City of
Greenville is the business license fee, which is applied to the gross sales of local
businesses. Business license fees are calculated based on the classification of the
business, and different fee rates apply to each at various revenue thresholds.
While it is too early to know precisely what types of businesses will locate at
University Ridge, RKG Associates has made several assumptions based upon the
current building program and the allocation of building square footage.

RKG estimates that roughly 227 businesses would either relocate or be created
totaling $560.5 million in annual sales subject to the City’s business license fee.1 At
buildout, it is estimated that roughly $992,562 in revenue could be raised by this
fee, with an average business license fee of $4,367 per year based on average
annual sales of $2.4 million (expressed in 2017 dollars). These averages are inflated
due to high gross sales by a small number of large companies (Table 3).

Table 3
City of Greenville
Annual Business License Fees by Business Type
University Ridge Development (Expressed in 2017 Dollars)
No. of Bus. Lic. Fee Ann Bus. Lic
Business Category Total Annual Sales Estab. Per Estab. Fees
Category 01 - General Retail $ 83,125,000 34 $ 4,347 $ 147,803
Category 03 - Personal/Business Services $ 185,005,621 100 $ 3,293 $ 330,653
Category 04 - Hotels & Restaurants $ 52,545,064 21 $ 4,510 $ 94,715
Category 05 - Professional Services $ 239,779,329 72 $ 5,833 $ 419,390
Total - Business License Fees $ 560,455,014 227 $ 4,367 $ 992,562
Source: RKG Associates, Inc., 2018

3. Local Hospitality Tax - The City of Greenville has a 2% local hospitality tax on
prepared meals and beverages in the City, and the proceeds are used for tourist-
related improvements and facilities as required by State law. The tax is levied on
restaurants, hotels and other similar facilities selling prepared food, meals and
alcoholic beverages.

1 Projected revenues do not include the new County office building, which is a tax-exempt use and does not generate
taxable sales subject to the business license fee.

5|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

Based on RKG’s Table 4


analysis, nearly $29.8 City of Greenville Hospitality Tax
million in hotel and University Ridge Development (Expressed in 2017 Dollars)
restaurant sales would Hotel Food & Beverage Sales $ 4,809,056
be subject to the 2% Full-Service Restaurant Sales $ 7,425,000
hospitality tax, Limited Service Restaurant Sales $ 17,587,500
generating $596,431 per Total Sales Subject to Local Hospitality Tax $ 29,821,556
year expressed in 2017 Hospitality Tax 2.0%
Annual Hospitality Tax Revenues $ 596,431
dollars (Table 4). The
Source: RocaPoint LLC and RKG Associates, Inc., 2018
restaurant sales
estimates are based on
average sales per square foot for limited-service and full-service restaurants and
the hotel sales reflect the average share of full-service hotel revenues derived from
food & beverage sales.

4. Local Accommodations Tax - The Local Accommodations Tax represents a 3%


levy that is collected from accommodation facilities located within the City of
Greenville. The County imposes a similar tax but on businesses located in
unincorporated areas of the County.

The data presented in Table 5


Table 5 assumes a 300- City of Greenville Accomodations Tax
University Ridge Development (Expressed in 2017 Dollars)
room, full-service hotel Number of Hotel Rooms 300
with one or more Total Annual Room Nights (365 days) 109,500
Annual Occupancy Rate 66.5%
restaurants and Annual Room Night Demand 72,818
conference or meeting Average Daily Room Rate Rev. % $ 175.00
space. The hotel would Total Room Revenue 68.1% $ 12,743,063
Food & Beverage (25.7%) 25.7% $ 4,809,056
have a higher average Oher Operated (4.5%) 4.5% $ 842,053
daily rate at $175 per Misc. Income (1.7%) 1.7% $ 318,109
room night, given its Total Hotel Revenues 100.0% $ 18,712,280

downtown location. Revenues Subject to Local Accom. Tax $ 12,743,063


This would produce Local Accommodations Tax 3.0%
annual revenues of Annual Local Accommodations Tax $ 382,292

$18.7 million at an Source: RocaPoint LLC and RKG Associates, Inc., 2018
occupancy rate of 66.5%
at stabilization. Total accommodations taxes are estimated at $382,292 in 2017
dollars.

B. Municipal Expenditures:

1. General Government – General government expenditures include the basic


functions of local government (e.g., police, fire, administration, public works, etc.),
apart from schools, which are funded through their own ad valorem taxing
authority. New developments like University Ridge also generate demand for
municipal services, which results in a cost for providing these services. To fully
assess the municipal service cost of the proposed development program,

6|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

departmental expenses have been estimated for locally funded government


services that will be provided by the City of Greenville to the residents, workers,
property owners and patrons of the proposed University Ridge development.
RKG Associates allocated a proportional share of municipal expenditures to
residential and commercial development.

RKG Associates employed a methodology that utilized expenditure data from the
City of Greenville Comprehensive Annual Financial Report (CAFR) for year
ending June 30, 2017 and the assessed value estimates derived from the
developer’s project market values. The primary municipal expenditure included
in this analysis is public education, which is typically the largest single
expenditure item for local government and is provided by the Greenville County
school district and paid for through a local millage tax paid on real and personal
property and motor vehicles.

According to the City’s 2017 annual financial report, residential land uses in
Greenville account for a proportional share of the tax base equal to 34.3% of total
assessed value and commercial uses account for 65.7%. Since apartments are
typically considered a commercial enterprise for property assessment purposes,
the commercial tax base includes these properties.

Departmental expenses were derived from the FY 2016-17 CAFR and represent
actual spending and not budget estimates. Expenses are allocated by proportional
share. Departmental expenses are adjusted to reflect this proportional share and
efficiencies associated with the provision of government services to households in
Greenville. It should be noted that the analysis does not include the cost of
operating enterprise funds such as water and sewer, since they are enterprise
funds operated on a fee-for-service basis and therefore are expected to cover the
cost of their operations.

The projections of municipal costs on a per household basis recognize that there
are economies of scale associated with ongoing government operations, and that
the introduction of new households into the City will impact certain departments
more directly than others. Therefore, each functional element is assigned an
efficiency factor, which is a percentage that reflects the incremental costs that
would be incurred from net new households in the City. As stated previously,
RKG has not attempted to estimate the number of “net new” households would
be added to the City of Greenville due to this project. In all likelihood, some will
be new but others will be related from other parts of the City and Greenville
County.

As an example, the public safety cost categories of traffic safety, patrol services,
and investigations are likely to be more directly impacted than building and
vehicle maintenance. Similarly, fire rescue operations will be more directly
impacted than the city administration (Tables 6 and 7).

7|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

• Major departmental expense categories with the lowest efficiency factors


include: Legislative/Administration, Public Information and Events,
Office of Management & Budget, etc., all at 15%. The subcategory,
Economic Development does not apply to households, so is exempt.
• Public Safety has the highest efficiency factors of 75% for the Fire
Department.
• RKG has eliminated the Police Department operations (i.e., police service
personnel) from the general government expenditures and have replaced
it with an estimated cost based on projected service levels associated with
the University Ridge population and commercial development. Given the
size of this development, a more detailed estimate was necessary to reflect
the increased demand for service calls.
• A 100% proportional share is assigned to some Parks & Recreation services,
since residents overwhelmingly derive the greatest direct benefits from
this service.
• The streets surrounding the development will be a City responsibility. The
Public Works efficiency factor is 50%.

Based on the methodology described above, it is estimated that the incremental


municipal cost of government services per new household is $290 in 2017 dollars,

8|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

Table 6
Incremental Residential Municipal Costs Per Household
University Ridge Development (Expressed in 2017 Dollars)
Residential Adjusted
FY 2016-17 Proportional Efficiency Municipal Costs
Expense Category Actual Share @ 35% Factor by Function
Legislative/Administrative
City Attorney $950,483 $335,658 15% $ 50,349
City Clerk $175,071 $61,825 15% $ 9,274
City Coucil $155,732 $54,996 15% $ 8,249
City Manager $873,251 $308,383 15% $ 46,258
Municipal Court $1,500,961 $530,056 15% $ 79,508
Mayor $139,016 $49,093 15% $ 7,364
Non-Departmental $2,422,432 $855,468 15% $ 128,320
Public Information and Events
Office of Public Information $517,752 $182,841 15% $ 27,426
Special Events $446,699 $157,749 100% $ 157,749
Economic Development
Economic Development $744,553 $262,935 0% $ -
Building and Property Maintenance $1,547,664 $546,548 15% $ 81,982
Planning and Zoning $627,496 $221,597 15% $ 33,239
Human Resources
Human Resources $873,998 $308,647 15% $ 46,297
Occupational Health $449,470 $158,728 15% $ 23,809
Office at Management and Budget
Accounting $501,610 $177,141 15% $ 26,571
Administration $395,318 $139,604 15% $ 20,941
Revenue $834,818 $294,811 15% $ 44,222
Geographic Information Systems $364,256 $128,635 15% $ 19,295
Information Technology $2,329,603 $822,686 15% $ 123,403
Purchasing $415,846 $146,854 15% $ 22,028
Police
Administration $797,670 $281,692 15% $ 42,254
Communications $2,108,849 $744,728 15% $ 111,709
Operations $19,248,470 $6,797,484 0% $ -
Fire
Fire Administration $294,171 $103,885 15% $ 15,583
Fire Prevention $685,535 $242,093 15% $ 36,314
Fire Services $969,371 $342,328 100% $ 342,328
Fire Suppression $11,058,550 $3,905,262 100% $ 3,905,262
Public Works
Administration $1,068,597 $377,369 15% $ 56,605
Building Services $1,465,118 $517,398 50% $ 258,699
Construction Inspection $732,679 $258,741 50% $ 129,371
Engineering $842,953 $297,684 25% $ 74,421
Streets $2,080,342 $734,661 50% $ 367,330
Traffic Engineering $2,567,840 $906,818 50% $ 453,409
Downtown Infrastructure Maintenance $284,707 $100,543 25% $ 25,136
Parks and Recreation
Beautification $1,085,875 $383,470 100% $ 383,470
Community Centers $1,549,936 $547,351 100% $ 547,351
Parks and Recreation Administration $958,564 $338,511 15% $ 50,777
Park Maintenance $1,761,926 $622,214 100% $ 622,214
Rights-of-Way $624,194 $220,430 10% $ 22,043
Tree Maintenance $481,871 $170,170 10% $ 17,017
Falls Park Crew $1,090,172 $384,988 50% $ 192,494
TOTAL EXPENDITURES $68,023,419 $24,022,072 $ 8,610,070
Total Households (2017 Estimate) 29,702 29,702
Incremental Fiscal Costs Per Household $808.77 $289.88
Source: City of Greenville and RKG Associates, Inc., 2018

9|Page
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

Table 7
Calculation of Incremental Commercial Municipal Costs Per $1,000 of Value
University Ridge Development
Commerical Adjusted
FY 2016-17 Proportional Efficiency Municipal Costs
Expense Category Actual Share @ 65% Factor by Function
Legislative/Administrative
City Attorney $950,483 $614,825 15% $ 92,224
City Clerk $175,071 $113,246 15% $ 16,987
City Coucil $155,732 $100,736 15% $ 15,110
City Manager $873,251 $564,868 15% $ 84,730
Municipal Court $1,500,961 $970,905 15% $ 145,636
Mayor $139,016 $89,923 15% $ 13,488
Non-Departmental $2,422,432 $1,566,964 15% $ 235,045
Public Information and Events
Office of Public Information $517,752 $334,911 15% $ 50,237
Special Events $446,699 $288,950 15% $ 43,342
Economic Development
Economic Development $744,553 $481,618 100% $ 481,618
Building and Property Maintenance $1,547,664 $1,001,116 30% $ 300,335
Planning and Zoning $627,496 $405,899 30% $ 121,770
Human Resources
Human Resources $873,998 $565,351 15% $ 84,803
Occupational Health $449,470 $290,742 15% $ 43,611
Office at Management and Budget
Accounting $501,610 $324,469 15% $ 48,670
Administration $395,318 $255,714 15% $ 38,357
Revenue $834,818 $540,007 15% $ 81,001
Geographic Information Systems $364,256 $235,621 15% $ 35,343
Information Technology $2,329,603 $1,506,917 15% $ 226,038
Purchasing $415,846 $268,992 15% $ 40,349
Police
Administration $797,670 $515,978 15% $ 77,397
Communications $2,108,849 $1,364,121 15% $ 204,618
Operations $19,248,470 $12,450,986 0% $ -
Fire
Fire Administration $294,171 $190,286 15% $ 28,543
Fire Prevention $685,535 $443,442 15% $ 66,516
Fire Services $969,371 $627,043 100% $ 627,043
Fire Suppression $11,058,550 $7,153,288 100% $ 7,153,288
Public Works
Administration $1,068,597 $691,228 15% $ 103,684
Building Services $1,465,118 $947,720 50% $ 473,860
Construction Inspection $732,679 $473,938 50% $ 236,969
Engineering $842,953 $545,269 25% $ 136,317
Streets $2,080,342 $1,345,681 50% $ 672,841
Traffic Engineering $2,567,840 $1,661,022 50% $ 830,511
Downtown Infrastructure Maintenance $284,707 $184,164 25% $ 46,041
Parks and Recreation
Beautification $1,085,875 $702,405 50% $ 351,202
Community Centers $1,549,936 $1,002,585 50% $ 501,293
Parks and Recreation Administration $958,564 $620,053 50% $ 310,026
Park Maintenance $1,761,926 $1,139,712 50% $ 569,856
Rights-of-Way $624,194 $403,764 10% $ 40,376
Tree Maintenance $481,871 $311,701 10% $ 31,170
Falls Park Crew $1,090,172 $705,184 50% $ 352,592
TOTAL EXPENDITURES $68,023,419 $44,001,347 $ 15,012,839
Commercial Real Property Appraised Value (2017) $ 4,256,749,909
Incremental Fiscal Costs Per $1,000 of Commercial Value $3.53
New Commercial Appraised Value (Less Apartments) $ 630,175,000
Estimated Annual Municipal Service Costs $2,222,521
Source: City of Greenville and RKG Associates, Inc., 2018

10 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

not including police department field operations. Incremental municipal


expenditures associated with commercial land uses are derived based upon a
factor of every $1,000 of assessable value. It is estimated that the incremental
municipal cost of government services per $1,000 of assessable value of
commercial land uses is $3.53 in 2017 dollars, not including police department
field operations. RKG has prepared a separate analysis of police operations. The
results of the analysis indicate that municipal service costs associated with new
residential development equals $522,610, including $192,145 as the residential
share of police operations related to increased service calls (Table 6). The
commercial service costs are much higher, given the disproportionate size of the
commercial development and its share of assessed value. General government
services are projected at $2,222,521 annually, with an additional $351,952 in police
department expenditures (Table 7).

2. Education Services – Typically, the largest single municipal expenditure is the cost
of educating new students. According to the Greenville County School District,
the average cost of educating a student was $8,529 per year in FY 2016-17. This
amount does not include capital outlays ($21.5 million) or reoccurring debt service
costs ($42 million), which account for $96.6 million annually (Table 8). In FY 2016-
17, the total cost education in Greenville County was $623.6 million.

Property taxes on local owner-occupants do not pay for school operations.


Greenville County homeowners do not pay property taxes for school operations
on a primary residence. This is due to a state law called Act 388 passed in 2006.
Property taxes are still assessed for school construction debt service. Home
property tax bills show that the largest amount goes to Greenville County Schools.
However, most of this amount (the amount for school operations) is removed from
the tax bill as a “Tax Credit Savings.” All other taxable property (industrial,
commercial, rental, vehicles and second homes) is taxed for both school operations
and construction debt service.

The ability of school boards to raise local revenue for operations is limited by the
state. School districts cannot assess property taxes on owner-occupied homes for
school operations. The state has set a limit on local property tax millage increases.
The maximum millage increase per year is equal to the sum of that year’s
percentage increase in county population and inflation plus any unused increases
from the prior three years. After raising the property tax millage rate in each of
the previous six years, for the 2017 fiscal year the school board did not increase the
millage rate.2 Because the housing at University Ridge is envisioned as multi-
family apartments, and are considered a commercial enterprise, they will
contribute to the payment of taxes for schools.

2
Facts & Figures on our Public Schools, Public Education Partners, Greenville County, SC, April 2017

11 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

Table 8
Public Education Expenditures (FY 2016-2017)
University Ridge Development
Capital Outlays
Efficiency and Debt School Operating
Expense Category FY 2016-17 Adjustment Service Expenditures
Instructional Services $362,047,490 100% $ - $ 362,047,490
Support Services $232,696,321 100% $ - $ 232,696,321
Community Services $1,690,274 100% $ - $ 1,690,274
Intergovernmental $27,185,377 100% $ - $ 27,185,377
Capital Outlay $21,500,059 100% $ 21,509,059 $ -
Debt Service
Principal $33,045,000 100% $ 33,045,000 $ -
Interest & Fiscal Charges $42,049,805 100% $ 42,049,805 $ -
Total - Expenditures $720,214,326 $ 96,603,864 $623,619,462
Number of Pupils 73,116 73,116
[1]Total Cost Per Pupil $9,850 $8,529
Projected Pupils Generated [1] 251
Estimated Annual Public Education Cost $2,139,845
Source: Greenville County Annual Financial Report, FY 2016-17
[1] - RKG Associates estimated based on unit mixed and Enrollment Zone 03 student pop.
[2] - School district calculates average cost per student, not including capital outlays and debt service

Table 9
Sources of Public Education Funding FY 2016-17
University Ridge Development
Source Funding
Taxes
General Operations $186,105,130
Debt Service $103,498,072
Investment Earnings $1,858,211
Other Local Sources $10,699,611
State Sources $399,653,957
Federal Sources $46,543,055
Total - Funding $748,358,036
Source: Greenville County Annual Financial Report, FY 2016-17

On the revenue side, roughly $289 million in education costs are covered through
local property taxes, which helps pay for school operations and debt service
through the school millage rate (Table 9). Approximately $12.5 million comes
from other local sources and investment income. However, the largest source of
funding comes from the State of South Carolina, which contributes almost $400
million to the cost education and the federal government contributes roughly $46.5
million annually. In real terms, the local cost of educating each student is closer
to $4,132 annually, which means that more than half the cost is paid by state and
federal education aide.

However, using the average annual cost of educating a student of $8,529, RKG
estimated the annual cost of education services based on the estimated number of
student-age children residing at the University Ridge development at buildout.
Based on RKG’s apartment mix assumptions, the average household size is
projected to be smaller on average (1.86 persons per household) than the typical

12 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

household located within school enrollment zone 03, which is estimated at 2.32
persons in 2017.3 This will naturally result in fewer school-age children on
average. The smaller household size is largely due to the mix of apartments, which
are predominantly (86.5%) 1- and 2-bedroom units. In addition, the monthly rents
are expected to be at the top of the Greenville market and will likely attract fewer
families than other more affordable housing options within the City or County.

Since the household size is expected to be smaller than the average zone 03
household, RKG calculated the number of school-age children per/100
population. In 2017, 16,034 students were enrolled in zone 03 schools; an area with
an estimated population of 135,672. This equates to roughly 11.82 students per
hundred population. If this average is then applied to the estimated population
of University Ridge at buildout (2,123 pop.), it results in roughly 251 school-age
students or .22 students per occupied unit. Based on these estimates, the annual
cost of education services is approximately $2.1 million per year in 2017 dollars
(Table 8).

C. Net Fiscal Impacts

Net fiscal impacts refer to the difference between municipal revenues and expenditures
generated by the proposed University Ridge development. Based on RKG’s assumptions,
it is estimated that annual net fiscal benefits could approach nearly $17.7 million at
buildout. This fiscal benefit will be shared between the City of Greenville, Greenville
County and the Greenville County School District (Table 10).

Approximately 92% of municipal revenues are derived from real, personal property and
motor vehicle taxes. This is driven by the project’s $1 billion appraised value at buildout.
Although the analysis reflects the project at full operating stabilization, it should be noted
that University Ridge development will be constructed over several phases and could take
years to reach buildout and stabilized occupancy. Other revenues from business license
fees, local accommodation and hospitality taxes are estimated at nearly $2 million
annually.

Most of real and personal property taxes accrue to the Greenville County School District,
which generates nearly $12 million annually, followed by the City of Greenville ($7.2
million) and Greenville County at $4.2 million. Due to its location, the City of Greenville
will provide all municipal services to the development. As described previously, the
County School District will provide education services within school enrollment zone 03,
which covers much of the central and urban portion of Greenville County and the City of
Greenville. The annual net fiscal benefit generated by the University Ridge development
is estimated at $17.7 million after covering nearly $5.8 million in municipal service costs.

3 ESRI Business Analyst, 2018.

13 | P a g e
Table 10
Annual Municipal Revenues, Expenditures & Net Fiscal Impacts
University Ridge Development
Assessed Value Greenville Green Co. City of Real & PP Tax
MUNICIPAL REVENUES Building SF No. Units [1] County School District Greenville Revenues
REAL & PERSONAL PROPERTY TAX REVENUES/(Millage Rates) 0.0669 0.1918 0.0858 0.3445
OFFICE SPACE
Private Office Space 650,000 $ 16,128,716 $ 1,079,011 $ 3,093,488 $ 1,383,844 $ 5,556,343
City of Greenville, SC

County Office Space 250,000 $ - $ - $ - $ - $ -


RETAIL SPACE
Retail/Service/Restaurant Space 515,000 $ 14,408,238 $ 963,911 $ 2,763,500 $ 1,236,227 $ 4,963,638
HOTEL
Full-Service Hotel 330,000 300 $ 7,656,997 $ 512,253 $ 1,468,612 $ 656,970 $ 2,637,836
APARTMENTS
Multi-Family Units 1,340,425 1,200 $ 23,046,556 $ 1,541,815 $ 4,420,329 $ 1,977,395 $ 7,939,539
PARKING
Parking Structure (1,000 spaces) 350,000 1,000 $ 1,206,997 $ 80,748 $ 231,502 $ 103,560 $ 415,811
Totals 3,435,425 $ 62,447,504 $ 4,177,738 $ 11,977,431 $ 5,357,996 $ 21,513,165
University Ridge Fiscal and Economic Impact Analysis

OTHER MUNICIPAL REVENUES


Business License Fees (City of Greenville) $ 992,562 $ 992,562
Hospitality Taxes (City of Greenville) $ 596,431 $ 596,431
Accommodation Tax (City of Greenville) $ 382,292 $ 382,292
Total - All Municipal Revenues $ 4,177,738 $ 11,977,431 $ 7,329,280 $ 23,484,450

Greenville Green Co. City of Municipal


MUNICIPAL EXPENDITURES Unit Cost Units County School District Greenville Expenditures
RESIDENTIAL
General Government (Less Police) $ 289.88 1140 $ (330,465) $ (330,465)
Police Expenditures (34.5% of Total Costs) $ 477.28 1140 $ (192,145) $ (192,145)
Education Expenditures Per Pupil $ 8,529.18 251 $ (2,139,845) $ (2,139,845)
COMMERCIAL $ (522,610)
General Government Per/$1,000 New Appr. Val. $ 3.53 $ 630,175 $ (2,222,521) $ (2,222,521)
Police Expenditures (65.4% of Total Costs) $ (351,952) $ (351,952)
Total - Municipal Expenditures $ (2,139,845) $ (3,619,693) $ (5,759,538)

NET ANNUAL FISCAL IMPACTS (Surplus/Gap) $ 4,177,738 $ 9,837,586 $ 3,709,588 $ 17,724,912


Source: RocaPoint, LLC and RKG Associates, Inc., 2018
[1] Includes assessed value related to motor vehicles and other property revenue

14 | P a g e
March 2018
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

IV. ECONOMIC IMPACT ANALYSIS

The following section details the economic impacts associated with the proposed
University Ridge development. The impacts include both construction as well as
permanent operations at buildout. RKG obtained building construction and real estate
market value estimates provided by RocaPoint to complete this analysis and has not
independently verified this information. All gross annual business sales estimates were
prepared by RKG Associates based on reasonable assumptions about the types of
businesses that would locate at the development. However, they do not represent the
developer’s intentions in terms of future leasing commitments. All monetary values are
expressed in 2017 dollars. The economic impacts were calculated using the IMPLAN V.3
model.

A. IMPLAN V.3 Model

IMPLAN V.3 is a widely-accepted and utilized software model that was first developed
in 1972 in connection with the Rural Development Act of 1972. At the heart of the model
is an input-output dollar flow matrix. For a specified region, the input-output table
accounts for all dollar flows between different sectors of the economy. Using this
information, IMPLAN models the way a dollar injected into one sector is spent and re-
spent in other sectors of the economy, generating waves of economic activity, or so-called
“economic multiplier” effects. The model uses national industry data and county-level
economic data to generate a series of multipliers, which in turn estimate the total economic
implications of economic activity. At the heart of the model is a national input-output
dollar flow table called the Social Accounting Matrix (SAM). Unlike other static input-
output models, which just measure the purchasing relationships between industry and
household sectors, SAM also measures the economic relationships between government,
industry, and household sectors, allowing IMPLAN to model transfer payments such as
unemployment insurance to estimate the economic impacts. For this analysis, RKG
Associates obtained the IMPLAN model data for the Greenville County, South Carolina
economy for the most current data year of 2017.

B. Economic Multipliers and Levels of Impact

IMPLAN combines this data to generate a series of type-SAM multipliers for the local
economy. The multiplier measures the amount of total economic activity that results from
an industry (or household) spending an additional dollar in the local economy. Based on
these multipliers, IMPLAN generates a series of tables to show the economic event’s
direct, indirect, and induced impacts to gross receipts, or output, within each of the
model’s 500 industries.

These outputs are described below:

• Direct Impacts - Direct impacts refer to the dollar value of economic activity
available to circulate through the economy. In the case of the University Ridge
analysis, the direct impacts are equal to the estimated construction costs and

15 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

annual gross sales of businesses operating at the development in the future. It


should be noted that the model measures impact captured within Greenville
County and not those that are captured in the rest of South Carolina or the nation.
Undoubtedly, some economic impacts are captured by nearby communities or by
other states due to industry purchasing relationships that extend beyond
Greenville County. Given that fact, most of economic impacts will be realized in
the County and more specifically in the City of Greenville.

• Indirect Impacts - The indirect impacts refer to the “inter-industry impacts of the
input-output analysis.” In the University Ridge example, indirect impacts result
from spending by employees working at businesses located in the development
such as office tenants, retail stores, restaurants, etc., as well as business spending
on goods and services to retail establishments, restaurants, personal service
providers, and other firms. These businesses then use the payments they receive
to buy equipment and supplies, rent space, pay their employees, etc. These
expenditures have an impact on the economy.

• Induced Impacts - The induced impacts refer to the impacts of household


spending by the employees generated by the direct and indirect impacts. In other
words, induced impacts result from the household spending of employees of
business establishments that the new employees patronize (direct) and their
suppliers (indirect). The model excludes payments to federal and state taxes and
savings based on the geography’s average local tax and savings rates. Thus, only
the disposable incomes from local workers are included in the model.

C. Construction Activities

Construction-related economic impacts are driven by projected annual construction


spending (both hard & soft costs) on a variety of different buildings. Typically, once
construction is completed much of the economic impacts will end. As such, employment,
wages and output will ebb and flow depending on the amount spent in any given year.
As stated previously, this analysis assumes a one-time construction period for the entire
development. In reality, these impacts would be spread out over several years.

Table 11 breaks out the total construction cost associated with the University Ridge
development, which include building construction of 3.4 million SF of building space,
demolition of existing structures and site preparation costs to install underground
infrastructure and construct a new street network on the site. The total cost of
construction estimated by RocaPoint, LLC is $721.3 million. The largest share of
construction spending ($446.7 million/61.9%) is associated with 1.7 million SF of
commercial space, which includes retail, office and other uses.

16 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

Table 11
Building Development Program
University Ridge Redevelopment
(Expressed in 2017 Dollars)
Avg. Unit Construction Construction Construction
Building Type Units Bldg. SF Size/GSF Value (CV) Value/Unit Value/SF
Building Construction [1]
Multi-Family Residential 1,200 1,340,425 1,117 $ 221,170,125 $ 184,308 $ 165.00
Retail/Services/Entertainment 41 440,000 10,732 $ 117,990,000 $ 2,877,805 $ 262.20
Restaurants 20 75,000 3,750 $ 19,665,000 $ 983,250 $ 262.20
Private Office Space 82 650,000 7,973 $ 163,150,000 $ 2,001,256 $ 251.00
County Office Space 1 250,000 250,000 $ 65,000,000 $ 65,000,000 $ 260.00
Hotel 300 330,000 715 $ 80,850,000 $ 269,500 $ 245.00
Parking Garage 1,000 350,000 350 $ 15,000,000 $ 15,000 $ 42.86
Subtotal -Building Construction 3,435,425 $ 682,825,125
Site Development Costs [1]
Building Demolition 447,740 $ 3,134,180 $ 7.00
Infrastructure $ 35,381,615
Subtotal - Site Development $ 38,515,795
Grand Total - All Building & Site $ 721,340,920
Notes: [1] - includes both hard & soft costs

Construction Cost Summary by Type


Construction Type Estimated Cost % of Total
Multi-Family Construction $ 221,170,125 30.7%
Commercial Building Construction (Office/Retail, etc.) $ 446,655,000 61.9%
Construction of New Highways & Streets $ 35,381,615 4.9%
Constructoin of Nonresidential Structures $ 15,000,000 2.1%
Buidling Demolition $ 3,134,180 0.4%
Total - All Construction $ 721,340,920 100.0%
Source: RocaPoint LLC, 2018

1. Construction Impacts – Table 12 shows the output of the IMPLAN model in four
categories of impacts: (1) Employment, (2) Labor Income, (3) Value Added and (4)
Output.

• Employment - Using the estimated annual value of construction (both hard


and soft costs) to drive the IMPLAN model simulation, RKG Associates
assumed an industry change (construction spending) in a number of different
construction types to cover all building types anticipated for this project.
Approximately $721.3 million in construction spending results in the creation
of 4,789 direct jobs and over 1,900 indirect and induced jobs. In total, RKG
estimates that 7,713 construction jobs will be created to develop University
Ridge over the period of construction (Table 12).

• Labor Income – Labor income includes all forms of employment income,


including employee compensation (wages and benefits) and proprietor
income. The direct labor income resulting from the construction is projected
at $285.7 million (in 2017 dollars). For all jobs created from these activities
(direct, indirect and induced), total labor income is projected at $417.5 million.

17 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

While labor income Table 12


includes more than just University Ridge Development
worker compensation, Construction Impacts
the average income per Total Economic Impacts (in 2017 Dollars)
direct job equates to Impact Type 2017 Dollars
nearly $60,000 per year.
Employment
Direct Effect 4,789
• Value Added - The Indirect Effect 1,071
difference between an Induced Effect 1,853
industry’s or an Total Effect 7,713
establishment’s total Labor Income
output and the cost of its Direct Effect $285,672,870
intermediate inputs is Indirect Effect $55,126,331
called value added. It Induced Effect $76,739,270
equals gross output (sales Total Effect $417,538,471
or receipts and other Value Added
operating income, plus Direct Effect $426,084,943
inventory change) minus Indirect Effect $88,191,972
intermediate inputs Induced Effect $140,116,946
(consumption of goods
Total Effect $654,393,860
and services purchased
Output
from other industries or
Direct Effect $741,483,291
imported). Value added
Indirect Effect $150,811,042
consists of compensation
of employees, taxes on
Induced Effect $236,276,477

production and imports Total Effect $1,128,570,810


less subsidies. Source: RKG Associates, Inc. and IMPLAN V.3.1, 2018

For the University Ridge project, the value added for construction activities is
projected at roughly $654.4 million, with $426.1 million in direct value added.

• Output - Output represents the value of industry production. In IMPLAN these


are annual production estimates for the year of the data set and are in producer
prices. For manufacturers this would equate to sales plus or minus a change in
inventory. For service sectors production equals sales and for retail and
wholesale trade, output equals gross margin and not gross sales. The total
economic output associated with this project would total $1.13 billion, with
$741.5 in direct output.

18 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

2. Permanent Operational Table 13


Impacts – Table 13 University Ridge Operational Economic Impacts
shows the gross annual Grass Annual Business Sales by Type
business sales by Annual Sales
business type. After Leasing Revenues (in 2017 dollars)
construction is
Multi-Family Residential $ 22,435,212
completed, building
Retail/Services/Entertainment $ 6,956,341
space will be leased to
Restaurants $ 1,391,250
new or relocating
Private Office Space $ 14,139,506
businesses and the
economic output they
County Office Space $ -
create through their Hotel $ -
gross sales are captured Parking Garage $ -
in these impacts. Total - Leasing Revenue $ 44,922,309

To drive the IMPLAN Annual Business Revenues Total


Model for permanent Multi-Family Residential $ -
operational impacts, Retail/Services/Entertainment
RKG projected gross General Retail $ 83,125,000
annuals sales for future Personal Services $ 21,375,000
businesses locating at Fitness Center $ 5,000,000
University Ridge. Gross Movie Theater $ 4,507,784
annual sales for each Restaurants
business type was Full-Service $ 7,425,000
estimated based on the Limited Service $ 17,587,500
type of business and Private Office Space
amount of occupied Professional Services $ 230,599,688
building square feet. Small Businesses $ 122,887,953
County Office Space $ -
The gross annual sales
Hotel $ 18,712,280
were broken out into
Parking Garage $ 4,330,800
two categories; leasing
Total - All Employment Sectors $ 515,551,005
revenues and annual
Total - Leasing & Operating $ 560,473,314
business revenues.
Leasing revenues relate
to the real estate leasing and property management-related activities associated
with occupying roughly 3 million SF of commercial and residential space. Annual
business revenues equate to the gross sales for such things as retail goods,
restaurant sales, consulting sale and are variety of other business activities.

• Employment – Total permanent employment associated with over $560


million in annual gross sales generates roughly 8,600 new jobs in the Greenville
economy. Unlike construction jobs, which are typically temporary, the
employment related to permanent operations are related to the ongoing

19 | P a g e
University Ridge Fiscal and Economic Impact Analysis March 2018
City of Greenville, SC

success of the businesses at Table 14


University Ridge. Direct University Ridge Development
employment impacts equal Total Operating Impacts at Stabilization
5,481 jobs (Table 14). Cumulative Economic Impacts (in 2017 Dollars)
Impact Type 2017 Values
• Labor Income – Employment
Approximately $405.4 Direct Effect 5,481
million in labor income is Indirect Effect 1,316
generated by the Induced Effect 1,803
employment levels Total Effect 8,599
reported above, equating to Labor Income
labor income of Direct Effect $267,745,161
$48,849/year for direct Indirect Effect $63,075,219
labor and $47,149 for all Induced Effect $74,614,981
jobs. Total Effect $405,435,361
Value Added
• Value Added – Total value Direct Effect $348,315,933
added equates to over Indirect Effect $100,888,520
$585.5 million at buildout $136,253,181
Induced Effect
and stabilized occupancy.
Total Effect $585,457,635
Output
• Output – Total economic
Direct Effect $539,064,825
output for the University
Indirect Effect $167,737,484
Ridge development is
Induced Effect $229,740,999
estimated at $936.5 million
Total Effect $936,543,308
at buildout
Source: RKG Associates, Inc. and IMPLAN V.3.1, 2018
The proposed development is
Share of Economic Output by Business Category
comprised of six different
Business Category Economic Output
business components that
Office Development 75.1%
contribute to the overall
Retail Development 10.0%
economic impact. The single
Real Estate Leasing 7.0%
largest by far is the office Restaurant Development 4.1%
component, which accounts Hotel Development 3.0%
for roughly 75% of the total Parking Garage 0.9%
economic output of the project. Total 100.0%
Retail is second at 10%.

20 | P a g e
Greenville County Square Sub-District
Haynie-Sirrine Neighborhood Code

XIII. Will Serve Letters

May 2019
Engineering Division

December 3, 2018

Joe Bryant
508 Rhett St., Suite 101
Greenville, SC 29601

Re: County Square Redevelopment


Tax Map No. 0069000300300, 0069000300301, 0069000300303
Average Daily Flow of 592,750 GPD
City of Greenville, South Carolina

Dear Mr. Bryant:

This letter shall serve as notification that the City of Greenville has sufficient capacity to accept
this wastewater into the City wastewater utility system. Acceptance of this flow is contingent
upon acceptance of waste for treatment by Renewable Water Resources (ReWa), issuance of
Permits to Construct and Operate the wastewater system by the South Carolina Department of
Health and Environmental Control (SCDHEC), and adequate completion of a mandatory one-
year warranty period.

Once the above conditions have been met, the wastewater system will be accepted for
ownership by the City of Greenville and will become part of the City's wastewater system for
operations and maintenance.

This flow availability letter shall be valid until December 3, 2019. Please contact me if you have
any questions.

Sincerely,

Lucas Bryson, P.E.


Wastewater Engineering Supervisor

c: Nina Hallissy, PE , ReWa

City of Greenville │ P.O. Box 2207 │ Greenville, SC 29602 │ www.greenvillesc.gov


County Square

Legend

Active Sewer Manholes


Connection Point Other/Unknown

City of Greenville

Private

Abandoned / Decommissioned Sewer


Manholes
Abandoned

Decommissioned

Active Sewer Gravity Mains


City of Greenville - Surveyed

City of Greenville, Not Surveyed

Private - Surveyed

Private - Not Surveyed

Unknown - Surveyed

Unknown - Not Surveyed

Abandoned / Decommissioned Sewer Gravity


Mains
Abandoned

Decommissioned

Known Sewer Easements


Gantt Sewer Manholes
Gantt Sewer Gravity Mains
Metro Sewer Manholes
Metro Sewer Gravity Mains
Metro Sewer Force Mains
Parker Sewer Manholes
Parker Sewer Gravity Mains
ReWa Sewer Manholes
ReWa Sewer Gravity Mains
ReWa Sewer Force Mains
Wade Hampton Sewer Manholes
Wade Hampton Sewer Gravity Mains
Parcels with Ownership
City of Greenville Limits

200 0 100 200Feet This map is user generated from the City of Greenville's MapIT 2.0 intranet mapping site and is for Notes
general reference only. Data layers that appear on this map may or may not be accurate, current, or 1: 1,200
otherwise reliable and should be appropriately used with caution. Contact the GIS Division for all This map was automatically generated using Geocortex Essentials.
NAD_1983_HARN_StatePlane_South_Carolina_FIPS_3900_Feet_Intl
© City of Greenville, SC Date Created: 12/3/2018 questions pertaining to the MapIT 2.0 program and data.
March, 18 2019

Haley Jamison

Re:

To Whom It May Concern:

In response to your request, natural gas is or can be made available to the above mentioned
property in Greenville, South Carolina. Please have business owner contact me with specific
natural gas needs (total connected BTU/CFH of natural gas equipment) to determine if any
costs are applicable.

If I can be of further assistance to you, please do not hesitate to contact me. I may be
reached at (864) 286-7900.

Thank You

PIEDMONT NATURAL GAS

Jay Lester
Commercial Sales
Greenville, South Carolina
(864) 286-7900
Email: jay.lester@duke-energy.com
x PME2019-025
x x
x x

5/16/19
County Square

Legend

Active Sewer Manholes


Connection Point Other/Unknown

City of Greenville

Private

Abandoned / Decommissioned Sewer


Manholes
Abandoned

Decommissioned

Active Sewer Gravity Mains


City of Greenville - Surveyed

City of Greenville, Not Surveyed

Private - Surveyed

Private - Not Surveyed

Unknown - Surveyed

Unknown - Not Surveyed

Abandoned / Decommissioned Sewer Gravity


Mains
Abandoned

Decommissioned

Known Sewer Easements


Gantt Sewer Manholes
Gantt Sewer Gravity Mains
Metro Sewer Manholes
Metro Sewer Gravity Mains
Metro Sewer Force Mains
Parker Sewer Manholes
Parker Sewer Gravity Mains
ReWa Sewer Manholes
ReWa Sewer Gravity Mains
ReWa Sewer Force Mains
Wade Hampton Sewer Manholes
Wade Hampton Sewer Gravity Mains
Parcels with Ownership
City of Greenville Limits

200 0 100 200Feet This map is user generated from the City of Greenville's MapIT 2.0 intranet mapping site and is for Notes
general reference only. Data layers that appear on this map may or may not be accurate, current, or 1: 1,200
otherwise reliable and should be appropriately used with caution. Contact the GIS Division for all This map was automatically generated using Geocortex Essentials.
NAD_1983_HARN_StatePlane_South_Carolina_FIPS_3900_Feet_Intl
© City of Greenville, SC Date Created: 12/3/2018 questions pertaining to the MapIT 2.0 program and data.
Engineering Division

December 3, 2018

Joe Bryant
508 Rhett St., Suite 101
Greenville, SC 29601

Re: County Square Redevelopment


Tax Map No. 0069000300300, 0069000300301, 0069000300303
Average Daily Flow of 592,750 GPD
City of Greenville, South Carolina

Dear Mr. Bryant:

This letter shall serve as notification that the City of Greenville has sufficient capacity to accept
this wastewater into the City wastewater utility system. Acceptance of this flow is contingent
upon acceptance of waste for treatment by Renewable Water Resources (ReWa), issuance of
Permits to Construct and Operate the wastewater system by the South Carolina Department of
Health and Environmental Control (SCDHEC), and adequate completion of a mandatory one-
year warranty period.

Once the above conditions have been met, the wastewater system will be accepted for
ownership by the City of Greenville and will become part of the City's wastewater system for
operations and maintenance.

This flow availability letter shall be valid until December 3, 2019. Please contact me if you have
any questions.

Sincerely,

Lucas Bryson, P.E.


Wastewater Engineering Supervisor

c: Nina Hallissy, PE , ReWa

City of Greenville │ P.O. Box 2207 │ Greenville, SC 29602 │ www.greenvillesc.gov


Nina Hallissy

From: Joe Bryant <JBryant@SeamonWhiteside.com>


Sent: Monday, December 3, 2018 2:41 PM
To: 'Lucas T. Bryson'; Nina Hallissy
Cc: Durvin Hill
Subject: RE: County Square Redevelopment

Nina, I had told Lucas but right now we are unsure about restaurants and locations as well as other amenities like pools 
but we need to make sure capacity.  We will work through the grease traps and such as we phase.  Thanks! 
 

Joe Bryant, PE, LEED® AP


Managing Principal
(864) 298-0534 x 513
(864) 423-9483 cell
JBryant@SeamonWhiteside.com
www.seamonwhiteside.com 
 
From: Lucas T. Bryson <lbryson@greenvillesc.gov>  
Sent: Monday, December 3, 2018 1:28 PM 
To: Joe Bryant <JBryant@SeamonWhiteside.com>; Nina Hallissy <ninah@re‐wa.org> 
Cc: Durvin Hill <dhill@greenvillesc.gov> 
Subject: RE: County Square Redevelopment 
 
Joe, 
 
I attached the signed PME and O&M letter. Let me know if you have any questions.  
 
Thank you, 
 
 

Lucas T. Bryson, P.E. 


Wastewater Engineering Supervisor | Environmental Engineering 
lbryson@greenvillesc.gov | www.greenvillesc.gov 
Phone: 864-467-8892  

 
 
 
 
From: Joe Bryant <JBryant@SeamonWhiteside.com>  
Sent: Monday, December 3, 2018 8:29 AM 
To: Lucas T. Bryson <lbryson@greenvillesc.gov>; Durvin Hill <dhill@greenvillesc.gov> 
Subject: RE: County Square Redevelopment 
1
Nina Hallissy

From: Jason Gillespie


Sent: Thursday, April 11, 2019 4:57 PM
To: David Rankin; Nina Hallissy; Joe Thompson
Subject: FW: MR Model - Long Branch scenario summary
Attachments: Long Branch Capacity Spreadsheet.pdf; 2035_Profiles.pdf

Follow Up Flag: Follow up


Flag Status: Flagged

See attached documents and info below.  Hazen / Carper will be doing a TM but this is a summary of what has been 
done to date. 
 
From: Lauren Carper [mailto:lauren@carpercivilconsulting.com]  
Sent: Thursday, April 11, 2019 2:43 PM 
To: Jason Gillespie <jasong@re‐wa.org>; Martin, Emma <emartin@hazenandsawyer.com> 
Subject: MR Model ‐ Long Branch scenario summary 
 
Jason/Emma, 
 
The following is a summary of the Long Branch evaluation and additional results from our conference call on Friday April 
5. 
 
Model updates: 
1. Using the W&S model as the base, we added the improvements from Black & Veatch’s Unity Park Trunk Sewer 
plans dated February 2019. 
2. The Long Branch section (from manhole 400C‐805 to the Unity Park connections) was modeled with existing 
pipe sizes.  The Weston & Sampson CIP improvements to those sections were removed from the model, but 
they are in the model from the Shelton Road connection to the Unity Park improvements. 
3. The Node Inputs from 2015 were compared to the new flows from Jason (2/28/19 email) as well as the 
Proposed Developments layer in GIS.  Model flows for the 2035 Babbitt Scenario were updated accordingly.  This 
resulted in a flow increase during the 2035 Babbitt scenario of 427,344 gpd (Long Branch only). 
4. County Square flows added to manhole 400C‐194.  2035 ADF = 592,750 gpd.  2035 Peak (Babbitt) = 1,683,410 
gpd. 
5. NGU flow of 0.35 mgd added to Shelton Rd pump station for 2035 scenarios. 
6. Marietta WRRF flows from B&C report added to 400C‐769B. 
7. Added 250,000 “redevelopment flow” to manhole 400C‐81B 
8. Adjusted weir height at tunnel diversion structure per final tunnel plans from B&V 
9. Model update does not include wet weather flows. 
 
Model results: 
See attached table for available capacity within the Long Branch segments.  The area of improvements shows available 
capacity at both river crossings (400C‐232‐231 and 400C‐80C‐80B).  I have also attached the profiles of the improved 
segments, and the profiles of the model from the Shelton Rd pump station connection to the Cleveland Park area. 
 
Summary of County Square development (flows are MGD, and the tunnel is carrying a peak of 4.6 MGD during the 
Babbitt scenario, 0 during ADF): 
Pipe 
   Capacity  2035 ADF peak flow  2035 Babbitt peak flow 
1
      pre  post  pre  post 
400C‐194‐193  32.558  11.503  12.139  28.294  29.958 
 
 
Only issue outstanding are the inverts at the upstream Unity Park connection.  The model has a reverse slope between 
400C‐119A and 400C‐366, which is affecting the balance of flow in the downstream parallel pipes (see profile MH 400C‐
374X to 400C‐112A on page 6 compared to the relief sewer below it). 
 
I hope this helps.  Please let me know if you have any questions or need additional clarification. 
 
Thank you, 
Lauren 
 
Lauren Carper, PE
Carper Civil Consulting, LLC
2547 Josiah St
Charleston, SC 29492
843-566-2317
 

2
March 14, 2019

County of Greenville
301 University Ridge Suite 200
Greenville SC 29601

RE: County Square Redevelopment

Dear Haley Jameson,

Your new mixed use development, located at University Ridge Greenville, SC 29601
0069000300300, 0069000300303, 0069000300301, 0091010200100, 0091010100100,
0091010700100 and 0091010700200 is in Charter Spectrum’s footprint for video, internet and
voice services. Absent of any unforeseeable adverse circumstances or conditions including any
force majeure events outside of Charter’s control, and upon completion of a mutually agreed
upon Service Agreement, Charter Communications will be able to extend its plant to provide
service to your project.

We will need to work with your representatives on an Access Agreement, for your project. We
will need this Agreement executed prior to Charter beginning our construction phase for the
project.

Not a Binding Obligation. THIS LETTER OF INTENT DOES NOT CONSTITUTE OR


CREATE, AND SHALL NOT BE DEEMED TO CONSTITUTE OR CREATE, ANY LEGALLY
BINDING OR ENFORCEABLE OBLIGATION ON THE PART OF EITHER PARTY TO THIS
LETTER OF INTENT. NO SUCH OBLIGATION SHALL BE CREATED, EXCEPT BY THE
EXECUTION AND DELIVERY OF THE ACCESS AGREEMENT CONTAINING SUCH
TERMS AND CONDITIONS OF THE PROPOSED TRANSACTIONS AS SHALL BE
AGREED UPON BY THE PARTIES, AND THEN ONLY IN ACCORDANCE WITH THE
TERMS AND CONDITIONS OF SUCH ACCESS AGREEMENT.

Feel free to contact me if you have any questions.

Sincerely,

Sharon Collins
Sharon Collins | Sr. Account Executive, Spectrum Community Solutions | 864.887-7231
1511 S. Batesville Rd. | Greer, SC 29650 | www.charter.com/mdu
UNIVERSITY RIDGE
TRAFFIC IMPACT STUDY
Greenville, South Carolina

Prepared for
GTRP Greenville, LLC

Prepared by

May 2, 2019
ii

Table of Contents

Subject Page

Signature Page................................................................................................................................................................ i

Table of Contents ........................................................................................................................................................... ii

List of Figures ................................................................................................................................................................ iii

List of Appendices ......................................................................................................................................................... iii

List of Tables ................................................................................................................................................................. iv

Executive Summary .......................................................................................................................................................1

Introduction.....................................................................................................................................................................4

Purpose of Study ............................................................................................................................................................4

Existing Conditions .........................................................................................................................................................5

2026 No Build Traffic ......................................................................................................................................................8

Proposed Site .................................................................................................................................................................8

2026 Build Traffic .........................................................................................................................................................15

Need for Turn Lanes ....................................................................................................................................................15

Traffic Operations .........................................................................................................................................................23

Turn Lane Storage .......................................................................................................................................................44

Mitigation Measures where Lane Additions are Impractical .........................................................................................46

Conclusions and Recommendations ............................................................................................................................46

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
iii

List of Figures

Figure Page

Figure 1 – 2018 Existing Morning Peak Hour Traffic Volumes .......................................................................................................... 6

Figure 2 – 2018 Existing Afternoon Peak Hour Traffic Volumes ....................................................................................................... 7

Figure 3 – 2026 No Build Morning Peak Hour Traffic Volumes ......................................................................................................... 9

Figure 4 – 2026 No Build Afternoon Peak Hour Traffic Volumes .................................................................................................... 10

Figure 5 – 2026 Reassigned No Build Morning Peak Hour Traffic Volumes and Adjustment for Internal ....................................... 13

Figure 6 – 2026 Reassigned No Build Afternoon Peak Hour Traffic Volumes and Adjustment for Internal .................................... 14

Figure 7 – Primary External Morning Peak Hour New Site Trips .................................................................................................... 16

Figure 8 – Primary External Afternoon Peak Hour New Site Trips .................................................................................................. 17

Figure 9 – Pass by External Afternoon Peak Hour New Site Trips ................................................................................................. 18

Figure 10 – 2026 Build Morning Peak Hour Traffic Volumes .......................................................................................................... 19

Figure 11 – 2026 Build Afternoon Peak Hour Traffic Volumes ........................................................................................................ 20

Figure 12 – 2026 Build Morning Peak Hour Traffic Volumes Reassigned for Mitigation ................................................................. 21

Figure 13 – 2026 Build Afternoon Peak Hour Traffic Volumes Reassigned for Mitigation .............................................................. 22

List of Appendices

Subject Appendix

Master Plan and Site Location Aerial ............................................................................................................................................... A

Existing Traffic Counts ...................................................................................................................................................................... B

Internal Trips Worksheet .................................................................................................................................................................. C

Capacity Analysis and Queue Report Printouts ............................................................................................................................... D

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
iv

List of Tables

Table Page

Table 1 – Historical SCDOT Traffic Counts ....................................................................................................................................... 8

Table 2 – New External Trip Generation ......................................................................................................................................... 12

Table 3 – Intersection Level of Service Criteria ............................................................................................................................... 23

Table 4 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


Main Street/River Street/Augusta Street ......................................................................................................................... 24

Table 5 – Capacity Analyses Results – Unsignalized Intersection – Existing Geometry


Augusta Street/University Street/Driveway ...................................................................................................................... 25

Table 6 – Capacity Analyses Results – Signalized and Unsignalized Intersection – Existing Geometry
Augusta Street/Field Street ............................................................................................................................................. 26

Table 7 – Capacity Analyses Results – Unsignalized and Signalized Intersection – Existing Geometry
Augusta Street/Bradshaw Street ..................................................................................................................................... 27

Table 8 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


Augusta Street/Vardry Street ........................................................................................................................................... 28

Table 9 – Capacity Analyses Results – Unsignalized Intersection


Augusta Street/Harris Street ............................................................................................................................................ 29

Table 10 – Capacity Analyses Results – Unsignalized Intersection – Existing Geometry


Augusta Street/Claussen Avenue .................................................................................................................................. 30

Table 11 – Capacity Analyses Results – Unsignalized Intersection – Existing Geometry


Augusta Street/Thruston Avenue/Driveway ................................................................................................................... 31

Table 12 – Capacity Analyses Results – Signalized Intersection -Existing Geometry


Augusta Street/Dunbar Street ....................................................................................................................................... 32

Table 13 – Capacity Analyses Results – Unsignalized Intersection – Existing Geometry


Augusta Street/Haynie Street/Augusta Walk Way ......................................................................................................... 33

Table 14 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


Church Street/Mills Avenue/Augusta Street .................................................................................................................. 34

Table 15 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


Church Street/Haynie Street/Pearl Avenue ................................................................................................................... 35

Table 16 – Capacity Analyses Results – Signalized Intersection


Church Street/University Ridge ..................................................................................................................................... 36

Table 17 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


University Ridge/Cleveland Street ................................................................................................................................. 37

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
v

Table 18 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


Church Street/Washington Street .................................................................................................................................. 38

Table 19 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


Church Street/East North Street .................................................................................................................................... 39

Table 20 – Capacity Analyses Results – Signalized Intersection – Existing Geometry


Church Street/Beattie Place .......................................................................................................................................... 40

Table 21 – Capacity Analyses Results – Unsignalized Intersection


Haynie Street/Howe Street ............................................................................................................................................ 41

Table 22 – Capacity Analyses Results – Unsignalized Intersection – 2026 Build Volumes


Haynie Street/Realigned Howe Street – Mitigation 2 .................................................................................................... 41

Table 23 – Capacity Analyses Results – Unsignalized Intersection – 2026 Build Volumes


Church Street/County Garage ....................................................................................................................................... 42

Table 24 – Capacity Analyses Results – Unsignalized Intersection – 2026 Build Volumes


University Ridge/Claussen Avenue/County Garage (Internal Intersection) ................................................................... 43

Table 25 – Queue and Storage Lengths in Feet ............................................................................................................................. 45

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
UNIVERSITY RIDGE TRAFFIC IMPACT STUDY
Greenville, South Carolina
May 2, 2019

Executive Summary

University Ridge is a mixed-use development located between Church Street and Howe Street in downtown
Greenville as shown in the master plan and site location aerial in Appendix A. There have been several iterations
of the master plan, and there may be more. The site trips and analyses in this report are based on the January
2019 plan. The plan shown in Appendix A is the February 2019 plan. While the general layout of the plan
remains consistent, as shown below, there have been minor changes between the plans. However, it would not
be productive to revise all site trips and analyses for these small changes. The uses planned on the site are:
- County office - 250,000 square feet – same in January and February master plans
- Other office – 1,000,000 square feet – same in January and February master plans
- Hotel – 350 rooms – changed to 150 rooms with 120 loft offices
- Residential – 1500 units – generally five to eight stories – same in January and February plans
- Retail – 296,000 square feet – changed to 300,000 square feet in February plan

This study is based on the County office occupied by 2020 with full build out expected in another five years –
2025. These dates may also change slightly as the project proceeds. The findings of this study are:

- These intersections currently operate acceptably and can continue to do so with 2026 no build
volumes, but the LOS goes to E of F with the addition of new site trips. The recommended
mitigation for each intersection is identified:
• Augusta Street/River Street/Main Street – With the addition of new site trips, the
intersection will go to LOS E/F. With a change from pretimed to actuated operation
(with ped recall so that all peds are served every cycle) as mitigation, the
intersection can operate acceptably with 2026 build volumes.
• Church Street/Haynie Street/Pearl Avenue - With existing signal operations, the
northbound left will operate with high delay. This operation indicates a left turn phase will
be needed. As mitigation, that phase was added, the cycle length matched to the
cycle length at University Ridge, and the intersection was modelled as coordinated.
In addition, to give more capacity for eastbound to northbound lefts out of the site,
dual lefts were tried as mitigation for University Ridge/Church. The intersection will
still operate acceptably overall with this mitigation and 2026 build volumes. New required
storage is 200-250 feet for the eastbound dual left and an increase from 150 to 250 feet for
the northbound left.
• Haynie Street/Howe Street – With the addition of new site trips, the side street will go to F
with delay beyond what would be considered acceptable. As Mitigation 1, addition of a
southbound left turn lane (550 feet) and westbound right turn lane (100 feet)
(frontages are currently vacant) were considered, but the delay for the southbound left will
still be high. Given the shift in primary movements at this intersection, realignment
with Haynie/Howe as the through movement (westbound left turn lane of 100 feet at
Haynie) was considered as Mitigation 2. This realignment shifts the higher traffic
volumes away from the existing single-family homes to the west but requires more right of
way. Operation of the intersection includes only one LOS E, and that delay is close to LOS
D.

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
2

- With the addition of new site trips, these intersections will continue to operate acceptably overall or
with reasonable delay for a side street at an unsignalized intersection during a peak hour:
• Augusta Street/University Street/Driveway – The westbound left/though already operates
at LOS E but goes to E with build volumes. Making the westbound movement right out
only will eliminate LOS F at this intersection.
• Augusta Street/Field Street - To address delay at Bradshaw, Mitigation 1 considered
moving the signal at Field to Bradshaw. The Field intersection can operate acceptably
without a signal. Mitigation 2 considered a Howe Street extension to intersect
Augusta at Field. The new four-way intersection could operate acceptably as a four-way
intersection with build volumes. If the extension is pursued the required new storage is
250 feet for the westbound right and 200 feet for the southbound left.
• Augusta Street/Bradshaw Street - Although the 2026 build delay is reasonable for a side
street at an unsignalized intersection during a peak hour, two mitigations were considered.
First, moving the signal at Field to Bradshaw was considered as Mitigation 1. The
intersection can operate acceptably as a signalized intersection with 2026 build volumes.
An extension of Howe Street to make Haynie/Howe the through movement was
considered as Mitigation 2. The new four-leg intersection at Field can operate
acceptably with build volumes.
• Augusta Street/Vardry Street - In order to accommodate the signalization of Bradshaw
in Mitigation 1, the overall LOS will go to D in the morning, but the increase in overall
delay will only be one second per vehicle.
• Augusta Street/Harris Street - Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour with 2026 build volumes, a right turn lane of
150 feet on Harris was considered as Mitigation 1 because the corner parcel is
underutilized. Provision of that right turn lane will eliminate LOS E at the intersection with
2026 build volumes.
• Augusta Street/Claussen Avenue - Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, mitigation of signalization was
considered. The intersection can operate acceptably overall under signal control with
2026 build volumes.
• Augusta Street/Dunbar Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is
signalized (Mitigation 1), Synchro indicates that delay at Dunbar will change to LOS D in
the morning.
• Augusta Street/Haynie Street/Augusta Walk Way – No mitigation recommended.
• University Ridge/Cleveland Street – No mitigation recommended.
• Church Street/Washington Street – This intersection will go from LOS C to D in the
afternoon with 2026 build volumes. Because the intersection can operate at LOS D overall
with 2026 build volumes, no mitigation is recommended at this intersection.

- Augusta Street/Thruston Avenue/Driveway - With the addition of site traffic both side streets will
operate at LOS F in the afternoon, and the delay for westbound will be higher than could be
considered reasonable. As discussed previously, Mitigation 1 includes signalization of
Claussen. The left turn site trips originally assigned to Thruston were moved to Claussen.
With that change, operation is closer to that with no build volumes.

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
3

- Church Street/Mills Avenue/Augusta Street - This intersection currently operates at LOS D overall,
and with 2026 no build volumes, the overall LOS will be E. With the addition of new site trips, the
overall LOS will go to F. Running this intersection coordinated with Pearl/Haynie and with a
longer cycle length was considered as Mitigation 1. That operation will provide a LOS
equivalent to no build in the afternoon. There will still be a difference in the morning between the
LOS E with no build and LOS F with build, but the delay will be less with mitigation than with
existing operations.

- Church Street/University Ridge - The mitigation considered for this intersection is to add more
capacity for the eastbound to northbound left at Haynie/Church. This intersection can operate
at the no build LOS with that mitigation. New required storage is 300 feet for eastbound right and
300-350 feet each for the two eastbound lefts.

- Church Street/East North Street - Because the southbound lefts are low, mitigation of
prohibiting that left was considered as Mitigation 1. That change will reduce delay but will not
change the LOS. The left turn prohibition does allow a helpful change at Beattie. The left turn
prohibition should be adopted as a last resort because it will affect access to one or two properties
that face East North between Manly and Williams.

- Church Street/Beattie Place - With Mitigation 1 at East North, the northbound left on Church at
Beattie can be converted to a dual left. The intersection can operate at LOS D overall during
both peak hours with northbound dual lefts and 2026 build volumes.

- Church Street/County Garage - This intersection can operate acceptably as right in/right out with
2026 build volumes.

- Internal Intersection - This intersection will be located about 650 feet from Church. These lanes are
recommended:
• Eastbound – left/through/right
• Westbound – left (150-200 feet), through, right (200 feet)
• Northbound – left/through, right (250 feet)
• Southbound – dual lefts (full block storage), through/right
With a signal and a single left out of the garage, the westbound queue on University Ridge is
estimated to be 556 which is most of the distance between this intersection and Church. With dual
lefts out of the garage, the westbound through queue is estimated to be 453 feet. Therefore, the
dual lefts out of the garage should be provided.

• Mitigation Measures Where Lane Additions are Impractical - At several intersections in the study
area, mitigation is required, but lane additions are impractical. In those cases, the only mitigation
which is reasonable is mitigation reduces external trips during peak hours produced by the
University Ridge development. The reason the potential for reducing site trips is a reasonable
mitigation tool is that the site is currently held by one owner and sales agreements can incorporate
external trip reduction. In addition, the County will still be a primary employer and can adopt
measures to reduce external trips. Measures that reduce external trips should be employed such
as:

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
4

• Incentives for carpooling with guaranteed rides home (should one person in a carpool have
to leave early) using ride sharing services such as Uber and Lyft at employer’s expense
• Flexible work hours
• Incentives to live on site and walk to work such as a monthly stipend to account for an
employee walking to work
• Incentives to increase internal trips such as coupons for breakfast or dinner at on site
restaurants or coupons for retail on site. For instance, if one of the retail elements on site
is a fitness club, reduced price memberships could be offered to those who work on site.

Introduction

University Ridge is a mixed-use development located between Church Street and Howe Street in downtown
Greenville as shown in the master plan and site location aerial in Appendix A. There have been several iterations
of the master plan, and there may be more. The site trips and analyses in this report are based on the January
2019 plan. The plan shown in Appendix A is the February 2019 plan. While the general layout of the plan
remains consistent, as shown below, there have been minor changes between the plans. However, it would not
be productive to revise all site trips and analyses for these small changes. The uses planned on the site are:
- County office - 250,000 square feet – same in January and February master plans
- Other office – 1,000,000 square feet – same in January and February master plans
- Hotel – 350 rooms – changed to 150 rooms with 120 loft offices
- Residential – 1500 units – generally five to eight stories – same in January and February plans
- Retail – 296,000 square feet – changed to 300,000 square feet in February plan
This study is based on the County office occupied by 2020 with full build out expected in another five years –
2025. These dates may also change slightly as the project proceeds.

Purpose of Study

The purpose of this study is to meet the requirements of the City of Greenville in the development approval
process and the South Carolina Department of Transportation (SCDOT) in the encroachment permit process.
The study intersections are listed below:
- Augusta Street (SC 20)/River Street (S-664)/Main Street
- Augusta Street/University Street/driveway
- Augusta Street/Field Street
- Augusta Street/Bradshaw Street
- Augusta Street/Vardry Street
- Augusta Street/Harris Street
- Augusta Street/Claussen Street
- Augusta Street/Thruston Street/driveway
- Augusta Street/Dunbar Street (S-490)
- Augusta Street/Haynie Street (S-494)/Augusta Walk
- Haynie Street/Howe Street
- Church Street/Mills Avenue (US 29)/Augusta Street
- Church Street/Pearl Avenue/Haynie Street
- Church Street/University Ridge (S-438)
- University Ridge/Cleveland Street (S-76)
- Church Street/Washington Street (S-1077)
- Church Street/East North Street (SC 183/I-385))
- Church Street/Beattie Place (SC 183)
- Church Street/County Garage

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
5

The study periods are the traditional morning and afternoon peak periods. The study year is build out plus one
year. Build out is expected by 2025. Therefore, the study year is 2026.

Existing Conditions

In the study area, Church Street is a five-lane/four-lane road with a raised median between intersections. All of
the study intersections on Church are signalized, and these are the turn lanes on Church at the study
intersections:
- At Augusta – northbound left and southbound dual left
- At Haynie/Pearl – northbound and southbound lefts
- At University Ridge – northbound and southbound lefts and southbound right
- At Washington – northbound right and southbound left and right (no left turn northbound)
- At East North – northbound right and southbound left (no left turn northbound and no right turn
southbound due to one-way East North at this location)
- At Beattie – northbound left (no left turn southbound and no right turn northbound due to one-way
Beattie)

Augusta/River is a four-lane road that changes to three lanes to the north at Dunbar. The signalized study
intersections on Augusta/River are Main, Field, Vardry, Dunbar, and Church/Mills. There are exclusive left turn
lanes or two-way left turn lanes on Augusta at every study intersection except northbound at Augusta Walk,
northbound and southbound at University, and northbound and southbound at Main (no left turn allowed
northbound and southbound at Main). There are right turn lanes northbound and southbound at Main. There is a
right turn lane southbound at Field, but it may not be maintained in future streetscape projects. Therefore, it was
not considered in this study.

University Ridge is a five-lane road that narrows to two lanes on either end in the study area. Its intersection with
Cleveland is signalized, and there are left turn lanes eastbound and westbound at Church (dual lefts eastbound)
with a right turn lane eastbound at Church.

Washington is a three-lane street with left turn and right turn lanes on both approaches to Church. East North
and Beattie are a one-way pair that form I-385 to the east. Eastbound at Church, the approach lanes on E North
are left, through, through, and through/right. Westbound on Beattie the approach lanes are left, left/through,
through, through, and through/right.

Dunbar is a five-lane road, and its two approach lanes at Augusta serve as left and right turn lanes. Vardry is a
three-lane street in the study area with the middle lane serving as a left turn lane at Augusta and the outside lane
serving as a right turn lane. All other streets in the study area are two-lane with these turn lanes: a short right
turn lane on University at Augusta and eastbound and westbound left turn lanes at Church on Pearl/Haynie.

Speed limits are 25 or 30 on all streets except Church, Dunbar, and Beattie on which the speed limits are 35
miles per hour.

Turning movement counts were conducted at the study intersections in October 2018 while public schools were in
regular session. The counts were conducted during the time periods of 7:00 – 9:00 a.m. and 4:00 – 6:00 p.m.
and are included in Appendix B. The peak hour volumes were identified and are shown in Figures 1 and 2 for the
morning and afternoon peak hours, respectively.

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
8

2026 No Build Traffic

No build traffic is the traffic that would be at the study intersections in the future without the proposed
development. No build traffic is made up of existing traffic and any increase or decrease in volumes which might
occur from general growth trends in the surrounding area or from nearby specific developments. One way to
estimate background traffic growth is to examine historical SCDOT traffic volumes. As shown in Table 1, SCDOT
has annual traffic count stations at many locations near the study intersections. Between 2009 and 2017, traffic
volumes went up and down as did volumes at many stations across South Carolina due to the economic
downturn at the beginning of this period. It is reasonable to use the growth that occurred between 2011 and 2017
as representative of recent traffic volume growth.

During that period the sum of traffic volumes grew 0.1%. However, volumes have just recently exceeded
2011/2012 volumes. Therefore, some background traffic growth must be accounted for, and one percent per
year was used. 2018 existing peak hour traffic volumes were increased by one percent per year for eight years,
and the 2026 no build peak hour traffic volumes are shown in Figures 3 and 4 for morning and afternoon peak
hours, respectively.

Table 1
HISTORICAL SCDOT TRAFFIC COUNTS
University Ridge Traffic Impact Study
Greenville, South Carolina

Location (Station #) 2017 2016 2015 2014 2013 2012 2011 2010 2009

Church N of E North (#147) 22,800 17,000 15,900 15,700 16,900 16,900 16,500 17,200 15,800
Church S of Washington (#145) 32,000 25,000 25,000 24,500 23,700 26,700 29,200 27,800 28,800
Church S of Pearl (#143) 24,800 26,200 26,300 24,000 25,600 25,600 25,000 23,900 24,900
Church S of Augusta (#141) 21,100 23,100 22,700 19,700 19,700 21,300 21,400 20,900 22,000
Augusta S of Dunbar (#129) 18,500 17,700 18,300 16,500 16,100 17,400 17,900 16,600 17,800
Augusta SE of Church (#833) 18,300 19,600 21,100 19,700 19,700 20,500 20,100 19,200 20,500
University Ridge W of Church (#716) 10,300 10,400 8,800 9,500 10,200 9,400 10,900 9,600 10,300
Haynie E of Augusta (#741) 2,300 2,200 1,250 1,250 1,050 1,250 1,200 1,100 1,250
Washington E of Church (#813) 8,600 9,300 9,400 9,000 8,100 9,300 8,500 8,800 8,600
E North E of Beattie split (#827) 36,800 36,800 37,000 41,200 40,200 45,800 44,700 43,800 41,600
Beattie W of Church (#240) 12,900 12,800 13,400 11,500 11,200 13,500 11,900 12,900 11,800
Total in thousands 208.4 200.1 199.15 192.55 192.45 207.65 207.3 201.8 203.35

Proposed Site

Trip Generation – While all trip generation information was taken from the 10th Edition of Trip Generation, Institute
of Transportation Engineers (except as noted), this site is a hybrid between the suburban data and the dense
multi-use urban data in that reference. While the function and location of the development will be more like the
dense multi-use urban sites described in Trip Generation, it cannot be ignored that at these sites “The area is
served by significant transit (either rail or bus) that enables a high level of transit usage to and from area
development.” Such service is not available at this site. Therefore, information from Trip Generation for a dense
multi-use urban site cannot be used for University Ridge. However, it must be recognized that there will be
significant internal trips.

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The land uses in Trip Generation relating to residential and office are relatively straight forward, and information
regarding varying densities of multi-family is now available. The land use in University Ridge which is not
reflected very well in Trip Generation is retail. The only general retail land use is Shopping Center in a suburban
location. Given the vision for the site, the location of the site, and the review level by the City of Greenville that
will be in place for this site, it is obvious that this trip generation information for a suburban shopping center will
overstate the trip generation of the retail on this site. However, there is no other relevant land use in Trip
Generation. Therefore, the Trip Generation information will be used, but several extra steps will be undertaken to
attempt to better reflect the actual trip generation on this site.

First, an estimate of the new development on the site was made:


• Office
• Current uses – 290,000 square feet for County office and 114,000 square feet for other office at
the time of the counts conducted for this study.
• Multiplied by one percent per year for eight years to reflect that the traffic volume growth rate
was applied to the trips to and from these existing uses = 437,000 square feet
• Office square footage over the new County office = 437,000-250,000 = 187,000 square feet
• New office = 1,000,000 - 813,000 square feet
• Hotel = 350 rooms
• Residential – mostly five story – defined as mid rise = 1500 mid-rise multifamily units
• Retail – 296,000 square feet

Second, using information from Trip Generation, the trip generation for the site was calculated as shown below.
• Office (General office – Land Use Code 710) – independent variable is 1000 square feet
• Morning Peak Hour of Adjacent Street Traffic: T=0.94X+26.49 = 791 – 86% enter = 680, 14%
exit = 111
• Afternoon Peak Hour of Adjacent Street Traffic: Ln(T)=0.95LnX+0.36 = 834 – 16% enter = 133,
84% exit = 701
• Hotel (Business hotel- Land use Code312) – independent variable is rooms
• Morning Peak Hour of Adjacent Street Traffic: T=0.35X+4.40 = 127, 42% enter = 53, 58% exit
= 74
• Afternoon Peak Hour of Adjacent Street Traffic: 0.32X = 112, 55% enter = 62, 45% exit = 50
• Residential (Multifamily Housing (Mid-Rise)-Land Use Code 221)–independent variable is dwelling units
• Morning Peak Hour of Adjacent Street Traffic: LnT=0.98LnX-0.98 = 483 - 26% enter = 126,
74% exit = 360
• Afternoon Peak Hour of Adjacent Street Traffic: LnT=0.96LnX-0.63 = 596 – 61% enter = 363,
39% exit = 233
• Retail (Shopping Center – Land Use Code 820) – independent variable is 1000 square feet
• Morning Peak Hour of Adjacent Street Traffic: T=0.5X + 151.78 = 300 - 62% enter = 186, 38%
exit = 114
• Afternoon Peak Hour of Adjacent Street Traffic: T=0.74LnX +2.89 = 1213 - 48% enter = 582,
52% exit = 631

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Third, internal trips were accounted for. The 3rd Edition of the Trip Generation Handbook includes a methodology
for estimating internal trips. However, it includes an estimate of vehicle occupancy which would just be a guess
at this point in this development. Therefore, the methodology from the 2nd Edition was used, and the worksheet is
included in Appendix C. The external trips from that worksheet are shown in Table 2. It is obvious that there will
be internal trips during the morning peak hour, but no data regarding those trips is available with this
methodology. Therefore, it is likely that morning peak hour external trips are overstated.

Fourth, some of the retail trips will go into and out of the site while “passing by”. The 3rd Edition of the Trip
Generation Handbook contains data that indicates that the afternoon peak hour pass-by percentage is 34
percent. Using that percentage, the pass by trips in Table 2 were calculated.

Table 2
NEW EXTERNAL TRIP GENERATION
University Ridge Traffic Impact Study
Greenville, South Carolina

Morning Peak Hour Afternoon Peak Hour


Use – Size Enter Exit Total Enter Exit Total
Primary/Pass-by

Office – 813,000 square feet 680 111 791 114 682 796
Hotel – 350 rooms 53 74 127 62 50 112
Residential - 1500 units 126 360 486 280 181 461
Retail – 296,000 square feet 186 114 300 342/176 354/182 696/358
Total 1045 659 1704 798/176 1267/182 2065/358

Finally, it was assumed that at least a right in/right access to the County garage would be allowed on Church
Street, and some of the existing trips were reassigned to that access as shown in Figures 5 and 6 for morning
and afternoon peak hour, respectively. Also, some recognition that some of the trips already coming into and out
of the site will be internal trips is required. Because the internal trip percentage in Appendix C is 13 percent, it
was assumed that the existing trips into and out of the site will be reduced by 10 percent, and that reduction is
also shown in Figures 5 and 6.

Despite all of these steps, it is likely that the trip generation in Table 2 is high.

Trip Distribution – Using the distribution of trips currently entering and exiting the site, this primary trip distribution
was estimated:
- 15 percent to/from the northwest on River/Main
- 18 percent to/from the west on Vardry and Dunbar
- 30 percent to/from the south on Augusta and Church
- 35 percent to/from the northeast on Church
- Two percent to/from the east on University Ridge and Pearl

Pass-by trips were distributed in the same manner as traffic on the streets to which it was assigned.

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Trip Assignment – Several factors were considered in assigning the new peak hour site trips:
- University Street within the development will be a shopping street that will be designed for low
speeds, on-street parking, and particularly high pedestrian accommodation. Therefore, it is not
expected to attract as many new site trips as will other streets on the west side of the site. In fact,
eliminating the exiting roundabout has been discussed to improve pedestrian accommodation and
provide a consistent streetscape on University.
- The new site trips will be generated by uses more oriented to the south and west than are existing
traffic volumes entering and leaving the site.
- In the afternoon, the eastbound left off University Ridge is very high and will just get higher with
additional development. Therefore, some of the lefts out of the site onto Church will find Haynie
Street more convenient.

Given these factors and the trip distribution above, the new external site trips were assigned to the study
intersections and are shown in Figures 7 and 8 for primary trips during the morning and afternoon peak hours,
respectively. The afternoon pass-by trips are shown in Figure 9.

2026 Build Traffic

New peak hour site trips were added to the 2026 no build peak hour traffic volumes to obtain the 2026 build peak
hour traffic volumes shown in Figures 10 and 11 for the morning and afternoon peak hours, respectively. As
discussed in the remainder of this report, some suggested mitigation will result in redistribution of some trips. The
reassignment of those trips is shown in Figures 12 and 13 for the morning and after peak hours respectively.

Need for Turn Lanes

Left turn lanes are available at all study intersections except at Augusta/University and Haynie/Howe. Because
Augusta/University is in a downtown setting with a new streetscape, it was assumed that a left turn lane is not an
option at that location, and the capacity analyses for that intersection were run without the left turn. Because
Haynie is adjacent to a successful mixed income residential development, it was assumed that a left turn lane
would not be an option at that location either, and the capacity analyses for Haynie/Howe were run without that
left turn lane.

Along Augusta, buildings close to the street and closely spaced blocks would make right turn lanes impractical to
install. It was assumed that right turn lanes on Augusta are not an option except at Harris where the corner
parcel is underutilized and is for sale.

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Traffic Operations

Synchro 9.1 is the software used for the traffic operations analyses in this study. The methodology used for
assessing the quality of traffic flow is the methodology described in the 2010 Highway Capacity Manual (HCM),
Transportation Research Board. In general, the HCM expresses quality of flow in terms of Level of Service
(LOS). The types of transportation facilities which were examined in this study are the signalized and
unsignalized intersections. The criteria for unsignalized and signalized intersection LOS are shown in Table 3.
The variable used is control delay. This is the delay attributed to traffic control measures and includes
deceleration delay, queue move-up time, stopped delay, and final acceleration delay. SCDOT uses a guideline of
roadway LOS C or no change in LOS if the baseline LOS is below C as not requiring mitigation. Mitigation must
be considered for the City of Greenville if an intersection currently operating at LOS D or better goes to LOS E or
F. It is not unusual for an individual movement, especially on a side street at an unsignalized intersection, to
experience LOS E or F during the peak hour.

Table 3
INTERSECTION LEVEL OF SERVICE CRITERIA
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service Control Delay Range


(seconds/vehicle)
Unsignalized Intersection Signalized Intersection
A <10 <10
B >10 and <15 >10 and <20
C >15 and <25 >20 and <35
D >25 and <35 >35 and <55
E >35 and <50 >55 and <80
F >50 >80

The study intersections were analyzed for morning and afternoon peak hours with existing traffic volumes. The
City of Greenville supplied the base signalized intersection Synchro files so that existing timings could be
correctly reflected and so that the influence of signalized intersections outside the study area would be
considered. Volumes, percentages of heavy vehicles, peak hour factors, bicycles, and pedestrians were taken
from existing counts. It is recognized that signal timings in the Augusta and Church corridors have been worked
on over many years and in place to address traffic volumes as well as queueing between closely spaced
intersections. Therefore, signal timings were not changed from those in the City Synchro unless specifically
noted. Capacity analysis printouts are included in Appendix D.

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Main Street/River Street/Augusta Street - As shown in Table 4, this intersection currently operates acceptably and
can continue to do so with 2026 no build volumes. With the addition of new site trips, the intersection will go to
LOS E/F. The Synchro from the City indicates that this intersection operates pretimed. If it is changed to
actuated operation (with ped recall so that all peds are served every cycle) as mitigation, the intersection
can operate acceptably with 2026 build volumes.

Table 4
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
MAIN STREET/RIVER STREET/AUGUSTA STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Operation Actuated
with Min
Recall
Morning Peak Hour
Eastbound - Left C/25 C/25 C/25 C/33
Through/right C/26 C/26 C/26 C/35
Westbound - Left C/25 C/25 C/25 C/35
Through/right C/25 C/25 C/25 C/35
Northbound - Through C/29 C/31 D/46 B/13
Right C/20 C/21 C/21 A/9
Southbound - Through D/38 D/45 F/132 B/16
Right B/20 C/20 C/20 A/9
Overall C/31 C/34 E/75 B/18
Afternoon Peak Hour
Eastbound - Left C/24 C/24 C/24 D/47
Through/right C/27 C/27 C/27 D/51
Westbound - Left C/26 C/26 C/26 D/47
Through/right C/30 C/31 C/31 E/73
Northbound - Through D/38 D/46 F/207 A/5
Right C/22 C/22 C/22 A/1
Southbound - Through C/32 D/36 F/71 B/18
Right C/21 C/21 C/21 B/12
Overall C/31 C/35 F/106 C/22
Notes:
- Main is east-west. River/Augusta is north-south.

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Augusta Street/University Street/Driveway - As shown in Table 5, the westbound left/through movement already
operates at LOS E, but this volume is low. With the addition of new site trips the westbound left goes to LOS F.
Although the delays are reasonable for a side street at an unsignalized intersection during a peak hour,
mitigation of right turn only from westbound University will eliminate LOS F at this intersection.

Table 5
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/UNIVERSITY STREET/DRIVEWAY
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Operation WB Right
Out Only
Morning Peak Hour
Eastbound–Left/thru/right C/17 C/19 D/27 D/26
Westbound - Left/through D/33 E/39 F/62 -
Right B/12 B/12 B/13 B/13
Northbound - Left A/8 A/8 A/9 A/9
Southbound - Left A/9 A/9 A/9 A/9
Afternoon Peak Hour
Eastbound–Left/thru/right C/20 C/21 E/37 E/37
Westbound - Left/through E/36 E/43 F/84 -
Right B/14 B/15 C/21 C/21
Northbound - Left A/8 A/8 A/9 A/9
Southbound - Left A/9 A/9 A/10 A/10
Notes:
- University is east-west. Augusta is north-south.

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Augusta Street/Field Street - As shown in Table 6, this intersection operates acceptably overall and can continue
to do so with 2026 no build and build volumes. To address delay at Bradshaw, Mitigation 1 considered moving
the signal at Field to Bradshaw. As show below, the Field intersection can operate acceptably without a signal.
Mitigation 2 considered a Howe Street extension to intersect Augusta at Field. As shown, the new four-way
intersection could operate acceptably as a four-way intersection with build volumes.

Table 6
CAPACITY ANALYSES RESULTS – SIGNALIZED AND UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/FIELD STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Signalized Unsigal Signal
Existing Mit 1 Mit 2
Move Howe
Signal Extension
Morning Peak Hour
Eastbound - Left/thru/right E/68 E/67 E/67 C/23 D/44
Westbound – Left/thru - - - - D/47
Right - - - - D/42
Northbound - Left A/4 A/4 A/6 A/9 A/10
Through/right A/3 A/3 A/3 - A/9
Southbound- Left A/3 A/3 A/4 - B/16
Through/right - - - - A/7
Overall A/7 A/7 A/7 - B/14
Afternoon Peak Hour
Eastbound - Left/thru/right F/115 F/110 F/110 D/31 D/44
Westbound – Left/thru - - - - D/52
Right - - - - D/53
Northbound - Left A/2 A/3 A/3 A/9 B/16
Through/right A/2 A/2 A/2 - A/10
Southbound- Left - - - - B/16
Through/right A/2 A/2 A/2 - B/10
Overall A/5 A/5 A/5 - C/22
Notes:
- University is east-west. Augusta is north-south.

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Augusta Street/Bradshaw Street - As shown in Table 7, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS F in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour,
two mitigations were considered. First, moving the signal at Field to Bradshaw was considered as
Mitigation 1. A maximum side street time of 24 seconds was used because that is the time required to fill the
space between Vardry and Bradshaw. In the afternoon peak hour, double cycles were assumed. As shown in
Table 7, the intersection can operate acceptably as a signalized intersection with 2026 build volumes. An
extension of Howe Street to intersect Augusta across from Field was considered as Mitigation 2. Please
see Table 6 (Augusta/Field) to see that the new four-leg intersection can operate acceptably with build volumes.

Table 7
CAPACITY ANALYSES RESULTS – UNSIGNALIZED AND SIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/BRADSHAW STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement Existing 2026 No Build 2026 Build
Unsignalized Mit 1 Mit 2
Signal Unsigal
Morning Peak Hour
Westbound - Left/right B/14 C/15 D/25 E/62 -
Northbound–Through/right - - - A/7 -
Southbound - Left A/9 A/9 B/10 B/13 -
Through - - - A/5 -
Overall - - - B/13 -
Afternoon Peak Hour
Westbound - Left/right B/14 C/16 F/101 D/50 -
Northbound–Through/right - - - B/17 -
Southbound - Left A/8 A/9 A/10 C/28 -
Through - - - B/13 -
Overall - - - C/26 -
Notes:
- Bradshaw is east-west. Augusta is north-south.

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Augusta Street/Vardry Street - As shown in Table 8, this intersection currently operates acceptably overall and
can continue to do so with 2026 no build volumes. In order to accommodate the signalization of Bradshaw in
Mitigation 1, a maximum time of 24 seconds was used at Vardry because that is the amount of time for vehicles
to fill the distance between Vardry and Bradshaw. Using that side street time, the overall LOS will go to D in the
morning, but the overall delay per vehicle will only increase by one second.

Table 8
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/VARDRY STREET
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement Existing 2026 No Build 2026 Build
Existing Mit 1
Signal at Bradshaw
Morning Peak Hour
Eastbound - Left D/37 D/37 D/41 D/40
Right F/85 F/100 F/84 F/84
Northbound - Left A/8 A/8 A/8 C/21
Through A/7 A/7 A/8 A/8
Southbound- Through/right A/1 A/2 A/3 D/36
Overall C/27 C/30 C/25 D/36
Afternoon Peak Hour
Eastbound - Left D/41 D/42 D/44 D/46
Right D/47 D/49 D/47 D/50
Northbound - Left A/6 A/6 A/7 A/6
Through A/6 A/6 A/6 A/0
Southbound- Through/right A/1 A/1 A/2 A/2
Overall B/13 B/14 B/14 B/12
Notes:
- Vardry is east-west. Augusta is north-south.

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Augusta Street/Harris Street - As shown in Table 9, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS E in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour, a
right turn lane on Harris was considered as Mitigation 1 because the corner parcel is underutilized. As
shown in Table 9 provision of that right turn lane will eliminate LOS E at the intersection.

Table 9
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION
AUGUSTA STREET/HARRIS STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Add WB RTL
Morning Peak Hour
Westbound - Left/right C/23 D/28 D/32 D/30
Right - - - C/20
Southbound - Left B/11 B/11 B/12 B/12
Afternoon Peak Hour
Westbound - Left/right C/25 D/31 E/41 C/24
Right - - - C/22
Southbound - Left A/10 B/10 B/10 B/10
Notes:
- Harris is east-west. Augusta is north-south.

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Augusta Street/Claussen Avenue - As shown in Table 10, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street goes to LOS E in the
afternoon. Although the delay is reasonable for a side street at an unsignalized intersection during a peak hour,
mitigation of signalization was considered. A maximum side street time of 30 seconds was used because
that is the time it takes to fill the distance between Dunbar and Claussen. In the afternoon double cycling was
assumed. As shown in Table 10, the intersection can operate acceptably overall under signal control with 2026
build volumes.

Table 10
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/CLAUSSEN AVENUE
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Signal
Morning Peak Hour
Westbound - Left/right C/16 C/17 D/26 E/59
Northbound–Through/right - - - A/7
Southbound - Left A/9 A/10 B/11 B/12
Through - - - A/5
Overall - - - A/10
Afternoon Peak Hour
Westbound - Left/right C/16 C/17 E/41 C/29
Northbound–Through/right - - - A/0
Southbound - Left A/9 A/10 B/10 A/0
Through - - - A/0
Overall - - - A/4
Notes:
- Claussen is east-west. Augusta is north-south.

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Augusta Street/Thruston Avenue/Driveway - As shown in Table 11, this intersection currently operates with LOS
D and E on the side streets. With 2026 no build volumes the LOS for westbound in the afternoon will go to F, but
the delay is still reasonable for a side street during a peak hour. With the addition of site traffic both side streets
will operate at LOS F in the afternoon, and the delay for westbound will be higher than could be considered
reasonable. As discussed previously, Mitigation 1 includes signalization of Claussen. The left turn site trips
originally assigned to Thruston were moved to Claussen. As shown in Table 11, with that change, operation
is close to that with no build volumes.

Table 11
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/THRUSTON AVENUE/DRIVEWAY
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1 - Move
Site Lefts out
to Claussen
Morning Peak Hour
Eastbound–Left/thru/right B/13 B/13 B/14 B/14
Westbound-Left/thru/right E/39 E/49 F/81 F/77
Northbound - Left A/9 A/9 A/9 A/9
Southbound - Left A/10 A/10 B/11 B/11
Afternoon Peak Hour
Eastbound–Left/thru/right D/34 E/42 F/74 F/74
Westbound-Left/thru/right E/43 F/57 F/194 F/106
Northbound - Left A/9 A/9 B/10 B/10
Southbound - Left A/9 A/9 A/10 A/10
Notes:
- Thruston/driveway is east-west. Augusta is north-south.

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Augusta Street/Dunbar Street - As shown in Table 12, this intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is signalized (Mitigation 1),
Synchro indicates that delay at Dunbar will change to LOS D in the morning. The side street max was checked to
be sure that it is less than 30 seconds which is the time required to fill the distance between Dunbar and
Claussen.

Table 12
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/DUNBAR STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Side St Max
Morning Peak Hour
Eastbound - Left E/61 E/64 D/49 D/51
Right D/37 D/36 D/34 C/27
Northbound - Left A/6 A/6 A/9 E/75
Through A/6 A/6 A/9 A/9
Southbound- Through/right A/2 A/3 A/8 E/61
Overall B/13 B/14 B/15 D/42
Afternoon Peak Hour
Eastbound - Left D/48 D/47 D/45 D/45
Right D/48 D/47 D/48 D/48
Northbound - Left A/5 A/6 A/9 A/9
Through A/5 A/6 A/7 A/7
Southbound- Through/right A/3 A/4 B/13 B/13
Overall B/12 B/13 B/17 B/17
Notes:
- Dunbar is east-west. Augusta is north-south.

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Augusta Street/Haynie Street/Augusta Walk Way - As shown in Table 13, this intersection currently operates
acceptably and can continue to do so with 2026 no build volumes. With the addition of site trips, the side goes to
LOS E in the afternoon. Because the delay is reasonable for a side street at an unsignalized intersection during a
peak hour and because the retail trips are likely overstated, no mitigation is recommended at this
intersection.

Table 13
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – EXISTING GEOMETRY
AUGUSTA STREET/HAYNIE STREET/AUGUSTA WALK WAY
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Morning Peak Hour
Eastbound–Left/thru/right A/0 A/0 A/0
Westbound-Left/thru/right B/15 C/16 C/22
Northbound - Left A/9 A/9 A/10
Southbound - Left B/11 B/11 B/13
Afternoon Peak Hour
Eastbound–Left/thru/right B/14 B/15 C/17
Westbound-Left/thru/right C/18 C/20 E/45
Northbound - Left A/9 A/9 B/10
Southbound - Left A/10 B/10 B/11
Notes:
- Haynie/Augusta Walk Way is east-west. Augusta is north-south.

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Church Street/Mills Avenue/Augusta Street - As shown in Table 14, this intersection currently operates at LOS D
overall, and with 2026 no build volumes, the overall LOS will be E. With the addition of new site trips, the overall
LOS will go to F. For mitigation, eastbound and westbound right turn lanes on Augusta were considered given
the volumes of those right turns, but the eastbound right would take parking away from an existing commercial
parcel and could require purchase of the entire parcel. On the westbound approach the corner house is set off the
road, but after that the houses are close to the road, there is an existing retaining wall, and there is at least one
significant tree on the frontage. Therefore, addition of right turn lanes is not practical. Running this intersection
coordinated with Pearl/Haynie and with a longer cycle length was considered as Mitigation 1. As shown in
Table 14, that operation will provide a LOS equivalent to no build in the afternoon. There will still be a difference
in the morning between the LOS E with no build and LOS F with build, but the delay with this change in operation
will be less with mitigation volumes than with existing operations.

Table 14
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/MILLS AVENUE/AUGUSTA STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Coordinate
with Pearl
Morning Peak Hour
Eastbound - Left C/29 C/31 C/32 D/43
Through/right D/38 D/42 D/48 D/55
Westbound - Left C/26 C/27 C/29 D/37
Through/right D/48 E/62 F/108 F/97
Northbound - Left E/64 E/66 E/74 F/89
Through/right E/72 F/96 F/138 F/91
Southbound - Left E/57 E/59 E/63 F/111
Through/right C/34 D/36 D/45 E/64
Overall D/51 E/62 F/87 F/82
Afternoon Peak Hour
Eastbound - Left C/27 C/30 C/34 D/48
Through/right D/40 D/49 E/77 F/85
Westbound - Left C/26 C/31 D/43 E/76
Through/right D/39 D/48 E/73 F/89
Northbound - Left E/66 E/68 E/71 F/111
Through/right E/63 E/70 F/99 E/62
Southbound - Left E/59 E/60 E/56 E/65
Through/right E/58 E/62 F/104 C/24
Overall D/51 E/57 F/84 E/64
Notes:
- Augusta is east-west. Church/Mills is north-south.

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Church Street/Haynie Street/Pearl Avenue - As shown in Table 15, this intersection currently operates acceptably
and can continue to do so with 2026 no build volumes. With 2026 build volumes, the intersection can still operate
at LOS D in the afternoon, but with existing signal operations, the northbound left will operate with high delay.
This operation indicates a left turn phase will be needed. As mitigation, that phase was added, the cycle
length matched to the cycle length at University Ridge, and the intersection was modelled as
coordinated. In addition, to give more capacity for eastbound to northbound lefts out of the site, dual
lefts were tried as mitigation for University Ridge/Church. The intersection will still operate acceptably
overall with this mitigation and 2026 build volumes.

Table 15
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/HAYNIE STREET/PEARL AVENUE
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
Operation NB Left
Phase +
EBDL
Morning Peak Hour
Eastbound - Left C/28 C/28 C/27 E/75
Through/right C/25 C/25 C/26 E/58
Westbound - Left C/27 C/27 C/30 E/69
Through/right C/27 C/27 C/24 E/78
Northbound - Left A/8 A/9 E/64 A/8
Through/right A/8 A/9 B/13 B/10
Southbound - Left A/10 B/12 B/18 A/2
Through/right A/6 A/7 B/11 A/2
Overall A/9 A/10 B/17 B/16
Afternoon Peak Hour
Eastbound - Left C/27 C/27 C/32 F/102
Through/right C/26 C/26 C/23 D/51
Westbound - Left C/28 C/28 C/28 E/68
Through/right C/26 C/26 C/21 E/73
Northbound - Left B/12 B/14 F/446 B/11
Through/right A/8 A/8 B/19 B/14
Southbound - Left B/11 B/13 C/29 A/4
Through/right A/8 A/10 C/33 A/6
Overall A/10 B/11 D/47 C/23
Notes:
- Haynie/Pearl is east-west. Church is north-south.

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Church Street/University Ridge - As shown in Table 16, this intersection currently operates acceptably in the
morning and at LOS D overall in the afternoon peak hour. This operation can continue with 2026 no build
volumes. With 2026 build volumes, the afternoon peak hour LOS will go to E. The right turns which do not
already have right turn lanes have low volumes. Therefore, the mitigation considered for this intersection is
to add more capacity for the eastbound to northbound left at Haynie/Church. This intersection can operate
at the no build LOS with that mitigation.

Table 16
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/UNIVERSITY RIDGE
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No 2026 Build
Build Existing Mit 1
Operations Coor with
Pearl/Haynie
Morning Peak Hour
Eastbound - Left D/45 D/46 D/48 E/77
Through C/27 C/27 C/25 C/33
Right C/23 C/22 C/20 C/28
Westbound - Left D/39 D/39 D/42 E/62
Through/right D/43 D/43 D/49 F/86
Right - - D/43 E/64
Northbound - Left B/16 B/19 C/25 B/19
Through/right C/24 C/29 D/44 A/4
Southbound - Left E/62 E/62 E/67 F/100
Through C/21 C/23 C/32 C/23
Right B/12 B/12 B/14 B/11
Overall C/25 C/28 D/37 C/24
Afternoon Peak Hour
Eastbound - Left E/58 E/64 F/188 F/65
Through C/28 C/28 C/27 C/21
Right C/23 C/23 C/24 B/19
Westbound - Left D/49 D/51 D/51 E/68
Through/right D/49 D/50 D/49 E/67
Right - - - E/65
Northbound - Left C/26 C/31 C/34 D/39
Through/right D/39 D/51 F/90 F/36
Southbound - Left E/63 E/65 E/65 F/133
Through C/34 E/44 D/52 D/42
Right A/10 B/10 B/13 B/11
Overall D/38 D/45 E/80 D/42
Notes:
- University Ridge is east-west. Church is north-south.

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University Ridge/Cleveland Street - As shown in Table 17, this intersection currently operates acceptably and can
continue to do so with 2026 no build or build volumes. Therefore, no mitigation is recommended at this
intersection.

Table 17
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
UNIVERSITY RIDGE/CLEVELAND STREET
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Morning Peak Hour
Eastbound–Left/thru/right C/21 C/21 C/21
Westbound-Left/thru/right B/19 B/19 B/19
Northbound–Left/thru/right A/6 A/6 A/7
Southbound-Left/thru/right A/5 A/5 A/5
Overall B/10 B/10 B/11
Afternoon Peak Hour
Eastbound–Left/thru/right C/21 C/21 C/22
Westbound-Left/thru/right B/16 B/16 B/16
Northbound–Left/thru/right A/9 A/10 B/10
Southbound-Left/thru/right A/9 B/10 B/11
Overall B/14 B/14 B/15
Notes:
- University Ridge is east-west. Cleveland is north-south.

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Church Street/Washington Street - As shown in Table 18, this intersection currently operates acceptably overall
and can continue to do so with 2026 no build volumes. With the addition of site trips, the afternoon peak hour will
go to LOS D. Although SCDOT requires that mitigation be considered if LOS C is not maintained, the City
accepts LOS D. Mitigation was considered at this intersection. However, right turn lanes already exist on all
approaches. Because the intersection can operate at LOS D overall with 2026 build volumes, no
mitigation is recommended at this intersection.

Table 18
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/WASHINGTON STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Morning Peak Hour
Eastbound - Left E/62 E/69 E/69
Through E/63 E/63 E/63
Right D/53 D/53 D/53
Westbound - Left F/133 F/160 F/236
Through E/64 E/63 E/63
Right D/55 D/54 D/54
Northbound - Through B/14 B/16 B/18
Right A/10 B/10 B/11
Southbound - Left B/11 B/12 B/15
Through A/1 A/1 A/2
Right A/0 A/0 A/0
Overall C/21 C/23 C/28
Afternoon Peak Hour
Eastbound - Left D/46 D/48 D/48
Through D/50 D/50 D/50
Right D/46 D/45 D/45
Westbound - Left E/65 E/71 F/102
Through E/68 E/71 E/71
Right D/52 D/51 D/51
Northbound - Through C/24 C/29 F/79
Right B/14 B/15 B/15
Southbound - Left B/19 C/25 C/33
Through A/1 A/1 A/2
Right A/0 A/0 A/0
Overall C/23 C/26 D/47
Notes:
- Washington is east-west. Church is north-south.

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Church Street/East North Street - As shown in Table 19, this intersection currently operates at LOS D during the
morning peak hour. With 2026 volumes, the LOS will go to E. With the addition of site trips, the LOS will be F.
The only allowable right which does not have an exclusive lane is eastbound, and the building at that location is
located immediately behind the sidewalk. Because the southbound lefts are low, mitigation of prohibiting
that left was considered as Mitigation 1. As shown in Table 19, that change will reduce delay but will not
change the LOS. The left turn prohibition does allow a helpful change at Beattie. The left turn prohibition should
be adopted as a last resort because it will affect access to one or two properties that face East North
between Manly and Williams.

Table 19
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/EAST NORTH STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
No SB Lefts
Morning Peak Hour
Eastbound - Left D/37 D/35 D/35 D/42
Through E/58 E/61 E/61 F/148
Northbound - Through A/1 A/1 A/1 A/1
Right A/3 A/3 A/6 A/3
Southbound - Left B/10 B/11 B/11 -
Through F/62 F/116 F/229 F/165
Overall D/45 E/71 F/128 F/115
Afternoon Peak Hour
Eastbound - Left D/37 D/36 D/36 D/36
Through D/54 E/56 E/56 E/56
Northbound - Through A/1 A/1 A/1 A/1
Right A/6 B/15 F/83 F/122
Southbound - Left B/10 B/11 B/12 -
Through A/2 A/4 F/60 F/61
Overall B/17 B/19 D/49 D/40
Notes:
- E North is east-west. Church is north-south.

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Church Street/Beattie Place - As shown in Table 20, this intersection currently operates at LOS D during the
morning peak hour and will continue to do so with 2026 no build volumes. With the addition of new site trips, the
morning peak hour LOS will go to E. Given the proximity of buildings and retaining walls, there are no practical
lane additions at this intersection. With Mitigation 1 at East North, the northbound left on Church at Beattie
can be converted to a dual left. As shown in Table 20, the intersection can operate at LOS D overall during
both peak hours with northbound dual lefts and 2026 build volumes.

Table 20
CAPACITY ANALYSES RESULTS – SIGNALIZED INTERSECTION – EXISTING GEOMETRY
CHURCH STREET/BEATTIE PLACE
University Ridge Traffic Impact Study Existing Conditions
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No 2026 Build
Build Existing Mit 1
NB Dual Left
Morning Peak Hour
Westbound - Left D/47 D/49 D/52 D/52
Through D/46 D/47 D/51 D/51
Northbound - Left E/63 E/75 E/75 E/63
Through/right C/32 C/33 C/34 C/34
Southbound– Through/right C/32 F/49 F/103 F/59
Overall D/42 D/48 E/67 D/53
Afternoon Peak Hour
Westbound - Left D/44 D/45 D/47 D/47
Through D/42 D/42 D/44 D/44
Northbound - Left D/44 D/45 D/51 D/52
Through/right C/29 B/20 C/23 C/23
Southbound– Through/right B/19 C/22 C/35 C/24
Overall C/34 C/33 D/38 D/35
Notes:
- Beattie Place is east-west. Church is north-south.

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Haynie Street/Howe Street - As shown in Table 21, this intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street will go to F with delay
beyond what would be considered acceptable. As Mitigation 1, addition of a southbound left turn lane and
westbound right turn lane (frontages are currently vacant) were considered, but the delay for the southbound
left will still be high. Given the shift in primary movements at this intersection, realignment with
Haynie/Howe as the through movement was considered as Mitigation 2. This realignment shifts the higher
traffic volumes away from the existing single-family homes to the west but requires more right of way. As shown
in Table 22, operation of the intersection includes only one LOS E, and that delay is close to LOS D.

Table 21
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION
HAYNIE STREET/HOWE STREET
University Ridge Traffic Impact Study
Greenville, South Carolina

Level of Service/Delay (seconds/vehicle)


Movement
Existing 2026 No Build 2026 Build
Existing Mit 1
WBR
+ SBL
Morning Peak Hour
Eastbound – Left A/8 A/8 A/9 A/8
Southbound-Left/thru/right B/10 B/10 D/26 -
Left - - - C/24
Right - - - A/10
Afternoon Peak Hour
Eastbound – Left A/8 A/8 A/8 A/8
Southbound-Left/thru/right B/11 B/11 F/227 -
Left - - - F/169
Right - - - A/10
Notes:
- Haynie is east-west. Howe is north-south.

Table 22
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
HAYNIE STREET/REALIGNED HOWE STREET – MITIGATION 2
University Ridge Traffic Impact Study
Greenville, South Carolina

Movement Level of Service/Delay (seconds/vehicle)


Morning Peak Hour Afternoon Peak Hour

Westbound – Left A/8 A/10


Northbound – Left/right D/27 E/38
Notes:
- Haynie/Howe realigned is east-west. Haynie is north-south.

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Church Street/County Garage - As shown in Table 23, this intersection can operate acceptably as right
in/right out with 2026 build volumes.

Table 23
CAPACITY ANALYSES RESULTS – UNSIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
CHURCH STREET/COUNTY GARAGE
University Ridge Traffic Impact Study
Greenville, South Carolina

Movement Level of Service/Delay (seconds/vehicle)


Morning Peak Hour Afternoon Peak Hour

Eastbound – Right C/18 D/27


Notes:
- County Garage is east-west. Church is north-south.

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University Ridge/Claussen/Garage (Internal Intersection) – This intersection will be located about 650 feet from
Church. These lanes were initially assumed.
- Eastbound – left/through/right
- Westbound – left, through, right
- Northbound – left/through, right
- Southbound – left, through/right

As shown in Table 24, the delay southbound (exiting County garage and other uses) will be high. Therefore, a
signal that will be coordinated with Church was considered. The delay for vehicles leaving the County Garage
and other uses to the north will be high with the lanes above. Dual lefts southbound will decrease the delay.
Therefore, these are the lanes (with storage lengths from Table 25) recommended at this intersection:
- Eastbound – left/through/right
- Westbound – left (150-200 feet), through, right (200 feet)
- Northbound – left/through, right (250 feet)
- Southbound – dual lefts (full block storage), through/right

Table 24
CAPACITY ANALYSES RESULTS – UNSIGNALIZED AND SIGNALIZED INTERSECTION – 2026 BUILD VOLUMES
UNIVERSITY RIDGE/CLAUSSEN AVENUE/COUNTY GARAGE
University Ridge Traffic Impact Study
Greenville, South Carolina

Movement Level of Service/Delay (seconds/vehicle)


Morning Peak Hour Afternoon Peak Hour
Unsig Signalized Unsig Signalized
SB One Left SB Dual SB One Left SB Dual
Left Left

Eastbound – Left A/8 - - A/8 - -


Left/through/right - D/47 D/53 - D/43 D/39
Westbound - Left A/8 D/38 E/68 A/9 E/79 F/89
Through - C/33 E/58 - B/13 D/40
Right - D/52 D/48 - B/16 B/15
Northbound – Left/through F/95 B/12 C/24 A/0 B/11 E/60
Right B/10 B/11 C/23 C/16 B/12 F/116
Southbound - Left F/1517 B/17 E/58 F/11,644 F/488 E/71
Through/right B/12 A/10 A/8 F/882 B/13 C/28
Overall - C/27 D/38 - F/156 E/57
Notes:
- University Ridge is east-west. Claussen Garage is north-south.

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Turn Lane Storage

While the LOS at an intersection can describe the basic operation of traffic, other factors influence that operation.
For instance, if turn queues extend past their storage, they can interrupt traffic flow. SIMTRAFFIC was run for
existing, 2026 no build, and 2026 build volumes, and the printouts are included in Appendix D. The turns at the
study intersections shown in Table 25 either have no build queues which will exceed storage with little change
with build volumes, drop to two-way left turn lanes, or are less than/within two car lengths of available storage
with these exceptions:
- Eastbound left on University Ridge at Church – 300-350 feet
- Eastbound right on University Ridge at Church – Provide 300 feet.
- Eastbound left on Haynie at Church – Provide 200-250 feet.
- Northbound left on Church at Haynie – Increase from 150 feet to 250 feet
- Westbound right on Howe extension at Augusta across from Field – Provide 250 feet.
- Southbound left Augusta at Howe extension across from Field – Provide 200 feet.
- Westbound right Harris at Augusta – Provide 150 feet.
- Westbound right on Haynie at Howe – Provide 100 feet.
- Southbound left on Howe at Haynie – Provide 550 feet.
- Westbound left on Howe to Howe – Provide 100 feet.
- Westbound left on University Ridge at Claussen – Provide 150-200 feet.
- Westbound right on University Ridge at Claussen – Provide 200 feet.
- Northbound right on Claussen at University Ridge – Provide 250 feet.
- Southbound left on Garage at University Ridge – Provide full block.

One issue that requires addressing in this report is the potential for westbound through movements on University
Ridge at the internal intersection to back up to Church. With a signal and a single left out of the garage, the
westbound queue is estimated to be 556 which is most of the distance between the intersections with the internal
intersection located 650 feet apart. With dual lefts out of the garage, the westbound through queue is estimated
to be 453 feet. Therefore, the dual lefts out of the garage should be provided.

It must be noted that in traffic impact studies for developments with specific site plans including specific uses and
sizes and with a shorter time between existing and build plus one years, Sprague & Sprague defines “OK” and
“little change” in queues as 25 feet or less. Given the master planning level of the site plan in this study and the
several-year build out period, 50 feet was used in this study.

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Table 25
QUEUE AND STORAGE LENGTHS IN FEET
University Ridge Traffic Impact Study- Greenville, South Carolina

Intersection Turn SimTraffic 95th Percentile Queue Existing Comments


Morning Peak Hour Afternoon Peak Hour Storage
Exist No Bld Build Exist No Bld Build
Main/ EB Left 61 59 62/60 64 66 63/61 30 (1)
River/Augusta WB Left 69 68 68/70 88 80 89/92 50 (1)
NB Right 139 84 144/175 202 209 271/207 140 (2)
SB Right 131 143 136/128 125 126 145/123 90 (2)
Augusta/University WB Right 54 52 53/50 61 81 116/98 75 (1)
Augusta/Vardry EB Left 118 124 186/174 61 63 122/138 110 (2)
NB Left 156 163 192/201 143 155 196/197 200 OK
Augusta/Dunbar NB Left 194 194 194/241 151 189 244/236 210 OK
Church/Mills/ EB Left 38 55 38/77 50 103 147/273 160 (4)
Augusta WB Left 93 138 281/354 133 196 332/328 190 (4)
NB Left 282 272 262/257 282 289 299/259 175 (2)
SB Left 181 158 215/255 141 526 211/334 325 OK
Church/Beattie NB Left 327 333 312/159 211 243 196/112 300 (2)
Church/E North EB Left 232 338 348/548 242 331 442/301 440 (5)
NB Right 212 216 221/223 227 225 238/229 140 (2)
SB Left 44 47 40/- 115 122 132/- 300 OK
Church/ EB Left 184 97 221/177 202 226 225/260 250 OK
Washington EB Right 38 42 52/51 104 78 121/147 250 OK
WB Left 275 290 254/251 272 294 282/302 200 (2)
WB Right 55 475 512/523 227 307 505/452 325 (2)
NB Right 67 85 70/88 82 71 229/452 530 OK
SB Left 69 70 56/76 72 82 71/112 130 OK
Church/ EB Left 85 99 193/239 246 243 207/334 200 (6) 300-350
University Ridge EB Right 36 36 15/18 116 927 142/193 750 Provide 300
WB Left 60 68 72/144 95 82 82/23 190 OK
NB Left 203 185 181/77 159 194 215/290 250 OK
SB Left 127 155 119/121 194 186 191/166 150 (2)
SB Right 173 228 267/197 329 390 343/333 250 (2)
Church/Haynie/ EB Left 52 52 78/143 48 48 95/269 50 Provide 200-250
Pearl WB Left 65 71 74/107 90 83 68/115 90 OK
NB Left 35 14 192/150 41 56 196/227 150 Provide 250
SB Left 44 61 54/71 115 101 99/81 150 OK
Augusta/Field WB Right - - -/-/129 - - -/-/206 Potential Provide 250
NB Left 75 76 75/50/96 66 62 72/66/101 100 OK
SB Left - - -/-/151 - -/-/143 Potential Provide 200
Augusta/Bradshaw SB Left 43 61 82/97 44 47 81/99 100 OK
Augusta/Harris SB Left 69 78 75/88 61 70 33/88 75 OK
WB Right - - -/110 - - -/146 Potential Provide 150
Augusta/Claussen SB Left 27 33 58/67 17 16 58/68 240 OK
Augusta/Thruston NB Left 40 40 35/25 28 26 24/39 150 OK
SB Left 12 18 63/64 14 11 46/52 120 OK
Augusta/Haynie SB Left 65 69 101/121 58 61 74/100 120 OK
Haynie/Howe WB Right - - -/24 - - -/47 New Provide 100
SB Left - - -/153 - - -/541 New Provide 550
Haynie/Howe Realign WB Left - - -/-/57 - - -/-/101 Potential Provide 100
Internal Intersection WB Left - - 42/71/144 - - 86/191/179 Provide 150-200
WB Right - - 35/79/161 - - 22/322/136 Provide 200
NB Right - - 319/84/214 - - 283/117/265 Provide 250
SB Left - - 193/130/125 - - 528/526/529 Provide full block

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University Ridge Traffic Impact Study May 2, 2019
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Notes for Table 26:
(1) OK = queue is less than storage or within two vehicles (50 feet)
(2) No build queue will exceed storage with little change with build volumes
(3) xxx/xxx/xxx = without mitigation/with Mitigation 1/with Mitigation 2
(4) Drops to two-way left turn lane
(5) Eliminating the southbound left resulted in a longer queue eastbound in SimTraffic.
(6) All SimTraffic runs were conducted with the existing 200 feet of storage. Because in conditions such as this the estimated
queue is influenced by existing storage, SimTraffic was run with 300 feet of storage, and the estimated queue is 334.
Therefore, 300-350 feet of storage for each of the two left turn lanes should be provided.

Mitigation Measures Where Lane Additions are Impractical

At several intersections in the study area, mitigation is required, but lane additions are impractical. In those
cases, the only mitigation which is reasonable is mitigation which reduces external trips produced by the
University Ridge development. The reason that the potential for reducing site trips is a reasonable mitigation tool
is that the site is currently held by one owner and sales agreements can incorporate external trip reduction. In
addition, the County will still be a primary employer and can adopt measures to reduce external trips. These
measures include:
- Incentives for carpooling with guaranteed rides home (should one person in a carpool have to leave
early) using ride sharing services such as Uber and Lyft at employer’s expense
- Flexible work hours
- Incentives to live on site and walk to work such as a monthly stipend to account for an employee
walking to work
- Incentives to increase internal trips such as coupons for breakfast or dinner at on site restaurants or
coupons for retail on site. For instance, if one of the retail elements on site is a fitness club, reduced
price memberships could be offered to those who work on site.

Conclusions and Recommendations

• Main Street/River Street/Augusta Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of new site trips, the intersection will
go to LOS E/F. The Synchro from the City indicates that this intersection operates pretimed. If it is
changed to actuated operation (with ped recall so that all peds are served every cycle) as
mitigation, the intersection can operate acceptably with 2026 build volumes.

• Augusta Street/University Street/Driveway - The westbound left/through movement already operates


at LOS E, but this volume is low. With the addition of new site trips the westbound left goes to LOS
F. Although the delays are reasonable for a side street at an unsignalized intersection during a peak
hour, mitigation of right turn only from westbound University will eliminate LOS F at this
intersection.

• Augusta Street/Field Street - This intersection operates acceptably overall and can continue to do so
with 2026 no build and build volumes. To address delay at Bradshaw, Mitigation 1 considered
moving the signal at Field to Bradshaw. The Field intersection can operate acceptably without a
signal. Mitigation 2 considered a Howe Street extension to intersect Augusta at Field. The
new four-way intersection could operate acceptably as a four-way intersection with build volumes. If
the extension is pursued the required new storage is 250 feet for the westbound right and 200 feet
for the southbound left.

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University Ridge Traffic Impact Study May 2, 2019
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• Augusta Street/Bradshaw Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street
goes to LOS F in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, two mitigations were considered. First,
moving the signal at Field to Bradshaw was considered as Mitigation 1. A maximum
side street time of 24 seconds was used because that is the time required to fill the space
between Vardry and Bradshaw. In the afternoon peak hour, double cycles were assumed.
As shown in Table 7, the intersection can operate acceptably as a signalized intersection
with 2026 build volumes. An extension of Howe Street to intersect Augusta across
from Field was considered as Mitigation 2. Please see Table 6 (Augusta/Field) to see
that the new four-leg intersection can operate acceptably with build volumes.

• Augusta Street/Vardry Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build volumes. In order to accommodate the
signalization of Bradshaw in Mitigation 1, a maximum time of 24 seconds was used at
Vardry because that is the amount of time for vehicles to fill the distance between Vardry
and Bradshaw. Using that side street time, the overall LOS will go to D in the morning, but
the increase in overall delay per vehicle is one second.

• Augusta Street/Harris Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street
goes to LOS E in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, a right turn lane of 150 feet on Harris was
considered as Mitigation 1 because the corner parcel is underutilized. Provision of that
right turn lane will eliminate LOS E at the intersection with 2026 build volumes.

• Augusta Street/Claussen Avenue - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of site trips, the side street
goes to LOS E in the afternoon. Although the delay is reasonable for a side street at an
unsignalized intersection during a peak hour, mitigation of signalization was
considered. The intersection can operate acceptably overall under signal control with
2026 build volumes.

• Augusta Street/Thruston Avenue/Driveway - This intersection currently operates with LOS


D and E on the side streets. With 2026 no build volumes the LOS for westbound in the
afternoon will go to F, but the delay is still reasonable for a side street during a peak hour.
With the addition of site traffic both side streets will operate at LOS F in the afternoon, and
the delay for westbound will be higher than could be considered reasonable. As discussed
previously, Mitigation 1 includes signalization of Claussen. The left turn site trips
originally assigned to Thruston were moved to Claussen. With that change, operation
is similar to that with no build volumes.

• Augusta Street/Dunbar Street - This intersection currently operates acceptably overall and
can continue to do so with 2026 no build and 2026 build volumes. If Claussen is
signalized (Mitigation 1), Synchro indicates that delay at Dunbar will change to LOS D in
the morning.

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
48

• Augusta Street/Haynie Street/Augusta Walk Way - This intersection currently operates


acceptably and can continue to do so with 2026 no build volumes. With the addition of site
trips, the side goes to LOS E in the afternoon. Because the delay is reasonable for a side
street at an unsignalized intersection during a peak hour and because the retail trips are
likely overstated, no mitigation is recommended at this intersection.

• Church Street/Mills Avenue/Augusta Street - This intersection currently operates at LOS D


overall, and with 2026 no build volumes, the overall LOS will be E. With the addition of
new site trips, the overall LOS will go to F. For mitigation, eastbound and westbound right
turn lanes on Augusta were considered given the volumes of those right turns, but the
eastbound right would take parking away from an existing commercial parcel and could
require purchase of the entire parcel. On the westbound approach the corner house is set
off the road, but after that the houses are close to the road, there is an existing retaining
wall, and there is at least one significant tree on the frontage. Therefore, addition of right
turn lanes is not practical. Running this intersection coordinated with Pearl/Haynie
and with a longer cycle length was considered as Mitigation 1. That operation will
provide a LOS equivalent to no build in the afternoon. There will still be a difference in the
morning between the LOS E with no build and LOS F with build, but the delay with this
change in operation will be less with build volumes than with existing operations.

• Church Street/Haynie Street/Pearl Avenue - This intersection currently operates acceptably


and can continue to do so with 2026 no build volumes. With 2026 build volumes, the
intersection can still operate at LOS D in the afternoon, but with existing signal operations,
the northbound left will operate with high delay. This operation indicates a left turn phase
will be needed. As mitigation, that phase was added, the cycle length matched to the
cycle length at University Ridge, and the intersection was modelled as coordinated.
In addition, to give more capacity for eastbound to northbound lefts out of the site,
dual lefts were tried as mitigation for University Ridge/Church. The intersection will
still operate acceptably overall with this mitigation and 2026 build volumes. New required
storage is 200-250 feet for the eastbound dual left and an increase from 150 to 250 feet for
the northbound left.

• Church Street/University Ridge - This intersection currently operates acceptably in the


morning and at LOS D overall in the afternoon peak hour. This operation can continue with
2026 no build volumes. With 2026 build volumes, the afternoon peak hour LOS will go to
E. The right turns which do not already have right turn lanes have low volumes.
Therefore, the mitigation considered for this intersection is to add more capacity for
the eastbound to northbound left at Haynie/Church. This intersection can operate at
the no build LOS with that mitigation. New required storage is 300 feet for eastbound right
and 300-350 feet each for the eastbound lefts.

• University Ridge/Cleveland Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build or build volumes. No mitigation is recommended at
this intersection.

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
49

• Church Street/Washington Street - This intersection currently operates acceptably overall


and can continue to do so with 2026 no build volumes. With the addition of new site trips,
the afternoon peak hour will go to LOS D. Although SCDOT requires that mitigation be
considered if LOS C is not maintained, the City accepts LOS D. Mitigation was considered
at this intersection. However, right turn lanes already exist on all approaches. Because
the intersection can operate at LOS D overall with 2026 build volumes, no mitigation
is recommended at this intersection.

• Church Street/East North Street - This intersection currently operates at LOS D during the
morning peak hour. With 2026 volumes, the LOS will go to E. With the addition of site
trips, the LOS will be F. The only allowable right which does not have an exclusive lane is
eastbound, and the building at that location is located immediately behind the sidewalk.
Because the southbound lefts are low, mitigation of prohibiting that left was
considered as Mitigation 1. That change will reduce delay but will not change the LOS.
The left turn prohibition does allow a helpful change at Beattie. The left turn prohibition
should be adopted as a last resort because it will affect access to one or two properties
that face East North between Manly and Williams.

• Church Street/Beattie Place - This intersection currently operates at LOS D during the
morning peak hour and will continue to do so with 2026 no build volumes. With the
addition of new site trips, the morning peak hour LOS will go to E. Given the proximity of
buildings and retaining walls, there are no practical lane additions at this intersection. With
Mitigation 1 at East North, the northbound left on Church at Beattie can be
converted to a dual left. The intersection can operate at LOS D overall during both peak
hours with northbound dual lefts and 2026 build volumes.

• Haynie Street/Howe Street - This intersection currently operates acceptably and can
continue to do so with 2026 no build volumes. With the addition of new site trips, the side
street will go to F with delay beyond what would be considered acceptable. As Mitigation
1, addition of a southbound left turn lane (550 feet) and westbound right turn lane
(100 feet) (frontages are currently vacant) were considered, but the delay for the
southbound left will still be high. Given the shift in primary movements at this
intersection, realignment with Howe/Haynie as the through movement (westbound
left turn lane of 100 feet at Haynie) was considered as Mitigation 2. This realignment
shifts the higher traffic volumes away from the existing single-family homes to the west but
requires more right of way. As shown in Table 22, operation of the intersection includes
only one LOS E, and that delay is close to LOS D.

• Church Street/County Garage - This intersection can operate acceptably as right in/right
out with 2026 build volumes.

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
50

- Internal Intersection - This intersection will be located about 650 feet from Church. These
lanes are recommended:
• Eastbound – left/through/right
• Westbound – left (150-200 feet), through, right (200 feet)
• Northbound – left/through, right (250 feet)
• Southbound – dual lefts (full block storage), through/right
With a signal and a single left out of the garage, the westbound queue on University Ridge
is estimated to be 556 which is most of the distance between this intersection and Church.
With dual lefts out of the garage, the westbound through queue is estimated to be 453 feet.
Therefore, the dual lefts out of the garage should be provided.

• Mitigation Measures Where Lane Additions are Impractical - At several intersections in the
study area, mitigation is required, but lane additions are impractical. In those cases, the
only mitigation which is reasonable is mitigation which either uses recently available tools
to optimize signal operations or reduces external trips produced by the University Ridge
development. The reason that the potential for reducing site trips is a reasonable
mitigation tool is that the site is currently held by one owner and sales agreements can
incorporate external trip reduction. In addition, the County will still be a primary employer
and can adopt measures to reduce external trips. Measures to reduce site traffic should be
employed such as
• Incentives for carpooling with guaranteed rides home (should one person in a carpool
have to leave early) using ride sharing services such as Uber and Lyft at employer’s
expense
• Flexible work hours
• Incentives to live on site and walk to work such as a monthly stipend to account for an
employee walking to work
• Incentives to increase internal trips such as coupons for breakfast or dinner at on site
restaurants or coupons for retail on site. For instance, if one of the retail elements on
site is a fitness club, reduced price memberships could be offered to those who work
on site.

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Appendix A

MASTER PLAN
SITE LOCATION AERIAL

(Source for aerial: Greenville County GIS)

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Greenville County, SC

SITE

Disclaimer: This Map is not a LAND SURVEY and is for reference purposes only. Data contained in
this map are prepared for the inventory of Real Property found within this jurisdiction, and are Map Scale
compilied from recorded deeds, plats, and other public records. Users of this map are hereby notified
aforementioned public primary information sources should be consulted for verification of the
1 inch = 400 feet
information contained in this map. Greenville County assumes no legal responsibility for the 12/5/2018
information contained in this map.
Appendix B

EXISTING TRAFFIC COUNTS

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- S Main St QC JOB #: 14819201
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
481 394 Peak-Hour: 7:45 AM -- 8:45 AM 2.1 2.8

50 431 0
Peak 15-Min: 8:30 AM -- 8:45 AM
6.0 1.6 0.0

108 51 7 128
6.5 2.0 0.0 4.7
83 0.91 56
13.3 7.1
166 32 65 157
7.8 3.1 3.1 7.0

2 336 74
0.0 3.0 0.0

528 412
1.9 2.4

25 1 0 0

1 0

6 6 1 1

0 0

2 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St S Main St S Main St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 28 5 0 0 46 3 0 1 8 3 0 6 5 1 0 106
7:15 AM 0 57 9 0 0 52 5 0 3 13 5 0 13 9 1 0 167
7:30 AM 0 65 14 0 0 97 4 0 6 23 7 0 19 5 2 0 242
7:45 AM 1 78 14 0 0 114 5 0 9 18 9 0 17 11 3 0 279 794
8:00 AM 0 73 16 0 0 114 15 0 15 19 9 0 14 16 2 0 293 981
8:15 AM 0 91 16 0 0 100 13 0 16 21 7 0 15 9 1 0 289 1103
8:30 AM 1 94 28 0 0 103 17 0 11 25 7 0 19 20 1 0 326 1187
8:45 AM 0 78 18 0 1 87 7 0 8 24 6 0 13 18 3 0 263 1171

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 4 376 112 0 0 412 68 0 44 100 28 0 76 80 4 0 1304
Heavy Trucks 0 16 0 0 16 12 0 16 4 0 4 0 68
Pedestrians 0 20 0 12 32
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- S Main St QC JOB #: 14819202
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
452 521 Peak-Hour: 4:15 PM -- 5:15 PM 2.0 2.3

70 381 1
Peak 15-Min: 5:00 PM -- 5:15 PM
5.7 1.3 0.0

186 44 52 259
2.7 2.3 0.0 0.8
118 0.90 116
2.5 0.9
202 40 91 238
2.5 2.5 1.1 1.3

0 425 119
0.0 2.6 0.0

512 544
1.4 2.0

75 0 1 0

0 0

47 44 2 1

0 0

35 0 1 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St S Main St S Main St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 119 26 0 0 64 16 0 14 32 11 0 21 35 9 0 347
4:15 PM 0 111 25 0 0 82 14 0 9 38 12 0 17 26 9 0 343
4:30 PM 0 94 30 0 1 105 15 0 16 32 7 0 23 28 13 0 364
4:45 PM 0 101 34 0 0 89 17 0 10 19 8 0 28 27 13 0 346 1400
5:00 PM 0 119 30 0 0 105 24 0 9 29 13 0 23 35 17 0 404 1457
5:15 PM 0 103 29 0 0 79 16 0 10 23 4 0 25 35 11 0 335 1449
5:30 PM 0 108 41 0 0 83 15 0 11 15 7 0 18 22 8 0 328 1413
5:45 PM 0 86 43 0 0 84 18 0 4 21 11 0 18 34 12 0 331 1398

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 476 120 0 0 420 96 0 36 116 52 0 92 140 68 0 1616
Heavy Trucks 0 4 0 0 8 12 0 0 0 0 0 0 24
Pedestrians 36 92 40 32 200
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- University St QC JOB #: 14819203
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
523 417 Peak-Hour: 7:45 AM -- 8:45 AM 2.1 2.4

10 397 116
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.8 0.0

19 1 31 37
0.0 0.0 6.5 10.8
0 0.93 1
0.0 0.0
3 2 5 163
0.0 0.0 40.0 1.8

8 384 48
0.0 2.1 6.3

404 440
3.2 2.5

4 0 2 0

0 0

2 8 0 1

0 1

2 0 1 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St University St University St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 37 4 0 6 52 0 0 0 0 0 0 0 0 0 0 99
7:15 AM 0 62 4 0 6 65 0 1 0 0 0 0 1 0 2 0 141
7:30 AM 0 82 10 0 9 107 1 0 0 0 0 0 0 0 4 0 213
7:45 AM 1 82 14 0 18 120 2 0 0 0 0 0 1 1 7 0 246 699
8:00 AM 0 83 10 0 27 107 2 0 0 0 0 0 1 0 7 0 237 837
8:15 AM 2 103 12 0 43 72 4 0 0 0 2 0 2 0 10 0 250 946
8:30 AM 5 116 12 0 27 98 2 1 1 0 0 0 1 0 7 0 270 1003
8:45 AM 4 87 10 0 21 84 0 0 1 0 0 0 2 0 6 0 215 972

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 20 464 48 0 108 392 8 4 4 0 0 0 4 0 28 0 1080
Heavy Trucks 0 8 4 0 20 0 0 0 0 0 0 0 32
Pedestrians 0 12 8 0 20
Bicycles 0 0 0 0 0 0 0 0 0 0 1 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- University St QC JOB #: 14819204
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
509 542 Peak-Hour: 4:15 PM -- 5:15 PM 1.6 2.4

1 422 86
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 1.7 1.2

2 3 120 146
0.0 0.0 3.3 3.4
2 0.95 0
0.0 0.0
13 8 26 129
0.0 0.0 3.8 4.7

1 419 41
0.0 2.1 12.2

456 461
1.8 3.0

5 0 1 0

0 2

20 42 0 0

0 0

18 0 2 1

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St University St University St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 1 108 8 0 14 78 0 0 0 0 4 0 8 0 31 1 253
4:15 PM 0 114 13 0 20 92 0 0 1 1 1 0 8 0 25 0 275
4:30 PM 0 95 9 0 23 113 1 0 1 0 2 0 6 0 26 0 276
4:45 PM 1 108 9 0 26 99 0 0 0 0 3 0 8 0 28 0 282 1086
5:00 PM 0 102 10 0 17 118 0 0 1 1 2 0 4 0 41 0 296 1129
5:15 PM 0 113 11 0 12 101 0 0 0 0 0 0 2 0 19 0 258 1112
5:30 PM 0 124 11 0 11 101 0 0 0 0 1 0 3 0 22 0 273 1109
5:45 PM 1 119 13 0 21 89 0 0 0 0 2 0 6 0 24 0 275 1102

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 408 40 0 68 472 0 0 4 4 8 0 16 0 164 0 1184
Heavy Trucks 0 0 4 0 8 0 0 0 0 4 0 4 20
Pedestrians 8 0 8 32 48
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Field St QC JOB #: 14819205
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
402 444 Peak-Hour: 7:45 AM -- 8:45 AM 1.7 2.9

19 382 1
Peak 15-Min: 8:30 AM -- 8:45 AM
5.3 1.6 0.0

95 17 0 0
5.3 0.0 0.0 0.0
0 0.88 0
0.0 0.0
64 47 0 1
0.0 0.0 0.0 0.0

76 427 0
5.3 3.0 0.0

429 503
1.4 3.4

0 1 2 0

0 0

2 3 0 0

0 0

0 0 1 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Field St Field St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 2 39 0 0 0 49 1 0 1 0 5 0 0 0 0 0 97
7:15 AM 12 67 0 0 0 65 2 0 3 0 10 0 0 0 0 0 159
7:30 AM 15 83 0 0 0 100 0 0 5 0 7 0 0 0 0 0 210
7:45 AM 19 96 0 0 0 107 5 0 4 0 6 0 0 0 0 0 237 703
8:00 AM 18 91 0 0 0 108 4 0 3 0 13 0 0 0 0 0 237 843
8:15 AM 15 104 0 0 0 74 4 0 7 0 16 0 0 0 0 0 220 904
8:30 AM 24 136 0 0 1 93 6 0 3 0 12 0 0 0 0 0 275 969
8:45 AM 9 102 0 0 0 78 2 0 1 0 5 0 0 0 0 0 197 929

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 96 544 0 0 4 372 24 0 12 0 48 0 0 0 0 0 1100
Heavy Trucks 4 24 0 0 8 0 0 0 0 0 0 0 36
Pedestrians 0 0 4 0 4
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Field St QC JOB #: 14819206
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
468 461 Peak-Hour: 4:30 PM -- 5:30 PM 3.0 3.0

22 443 3
Peak 15-Min: 5:00 PM -- 5:15 PM
13.6 2.5 0.0

135 12 0 1
2.2 25.0 0.0 0.0
0 0.98 0
0.0 0.0
27 15 1 3
11.1 0.0 0.0 0.0

114 449 0
0.0 2.4 0.0

460 563
2.4 2.0

2 0 1 0

1 0

6 5 0 0

0 0

0 1 2 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Field St Field St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 27 115 1 0 0 84 6 0 1 0 9 0 0 0 0 0 243
4:15 PM 15 108 0 0 1 90 8 0 3 0 3 0 0 0 0 0 228
4:30 PM 23 112 0 1 1 117 7 0 4 0 3 0 0 0 0 0 268
4:45 PM 23 117 0 0 0 116 3 0 2 0 4 0 0 0 0 0 265 1004
5:00 PM 34 116 0 0 0 104 9 0 4 0 3 0 0 0 0 0 270 1031
5:15 PM 33 104 0 0 2 106 3 0 2 0 5 0 1 0 0 0 256 1059
5:30 PM 15 125 0 0 0 94 5 0 4 0 4 0 0 0 0 0 247 1038
5:45 PM 11 129 2 0 0 94 4 0 3 0 1 0 0 0 0 0 244 1017

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 136 464 0 0 0 416 36 0 16 0 12 0 0 0 0 0 1080
Heavy Trucks 0 4 0 0 8 4 8 0 0 0 0 0 24
Pedestrians 0 0 4 12 16
Bicycles 1 0 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Bradshaw St QC JOB #: 14819207
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
433 501 Peak-Hour: 7:45 AM -- 8:45 AM 2.1 3.0

0 385 48
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.1 2.1

0 0 52 82
0.0 0.0 0.0 1.2
0 0.88 0
0.0 0.0
0 0 30 110
0.0 0.0 3.3 2.7

0 449 62
0.0 3.3 3.2

415 511
2.2 3.3

0 0 1 0

0 0

1 4 0 0

0 0

0 0 1 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Bradshaw St Bradshaw St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 37 2 0 2 52 0 0 0 0 0 0 0 0 4 0 97
7:15 AM 0 74 6 0 5 66 0 0 0 0 0 0 1 0 6 0 158
7:30 AM 0 89 4 0 6 104 0 0 0 0 0 0 2 0 10 0 215
7:45 AM 0 101 10 0 4 108 0 0 0 0 0 0 6 0 13 0 242 712
8:00 AM 0 94 14 0 10 112 0 0 0 0 0 0 7 0 15 0 252 867
8:15 AM 0 107 20 0 18 75 0 0 0 0 0 0 11 0 11 0 242 951
8:30 AM 0 147 18 0 16 90 0 0 0 0 0 0 6 0 13 0 290 1026
8:45 AM 0 99 4 0 5 76 0 0 0 0 0 0 3 0 8 0 195 979

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 588 72 0 64 360 0 0 0 0 0 0 24 0 52 0 1160
Heavy Trucks 0 24 4 4 8 0 0 0 0 0 0 0 40
Pedestrians 0 0 4 4 8
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Bradshaw St QC JOB #: 14819208
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
456 561 Peak-Hour: 4:30 PM -- 5:30 PM 2.4 2.1

0 424 32
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 2.4 3.1

0 0 127 168
0.0 0.0 0.8 0.6
0 0.95 0
0.0 0.0
0 0 41 49
0.0 0.0 0.0 2.0

0 434 17
0.0 2.5 0.0

465 451
2.2 2.4

0 0 1 0

0 0

7 3 0 0

0 0

0 0 3 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Bradshaw St Bradshaw St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 111 15 0 13 90 0 0 0 0 0 0 13 0 27 0 269
4:15 PM 0 107 12 0 7 84 0 0 0 0 0 0 9 0 17 0 236
4:30 PM 0 106 3 0 12 110 0 0 0 0 0 0 9 0 28 0 268
4:45 PM 0 109 2 0 6 109 0 0 0 0 0 0 10 0 32 0 268 1041
5:00 PM 0 108 9 0 8 104 0 0 0 0 0 0 13 0 42 0 284 1056
5:15 PM 0 111 3 0 6 101 0 0 0 0 0 0 9 0 25 0 255 1075
5:30 PM 0 115 4 0 1 101 0 0 0 0 0 0 8 0 27 0 256 1063
5:45 PM 0 124 5 0 3 89 0 0 0 0 0 0 7 0 15 0 243 1038

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 432 36 0 32 416 0 0 0 0 0 0 52 0 168 0 1136
Heavy Trucks 0 4 0 0 8 0 0 0 0 0 0 0 12
Pedestrians 0 0 4 8 12
Bicycles 0 1 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Vardry St QC JOB #: 14819209
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
417 510 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 3.3

50 365 2
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.2 0.0

319 107 9 10
0.9 0.9 0.0 0.0
0 0.94 1
0.0 0.0
487 380 0 2
0.2 0.0 0.0 0.0

268 394 0
1.1 4.1 0.0

745 662
1.1 2.9

0 0 2 0

0 0

3 10 0 0

0 0

107 0 1 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Vardry St Vardry St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 25 41 0 0 0 52 0 0 1 0 33 0 0 0 0 0 152
7:15 AM 32 74 0 0 0 69 0 0 4 0 54 0 0 0 0 0 233
7:30 AM 45 84 0 0 0 97 8 0 9 0 75 0 0 0 0 0 318
7:45 AM 69 97 0 0 0 104 9 0 13 0 109 0 0 0 0 0 401 1104
8:00 AM 66 86 0 0 0 110 12 0 19 0 90 0 0 0 3 0 386 1338
8:15 AM 63 99 0 0 2 62 18 0 27 0 96 0 0 1 3 0 371 1476
8:30 AM 70 112 0 0 0 89 11 0 48 0 85 0 0 0 3 0 418 1576
8:45 AM 53 96 0 0 0 74 1 0 10 0 57 0 0 0 1 0 292 1467

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 280 448 0 0 0 356 44 0 192 0 340 0 0 0 12 0 1672
Heavy Trucks 4 32 0 0 8 0 0 0 0 0 0 0 44
Pedestrians 268 0 4 20 292
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Vardry St QC JOB #: 14819210
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
458 465 Peak-Hour: 4:45 PM -- 5:45 PM 1.7 1.5

36 419 3
Peak 15-Min: 4:45 PM -- 5:00 PM
2.8 1.7 0.0

322 33 5 5
0.3 6.1 0.0 0.0
0 0.98 0
0.0 0.0
316 283 0 6
2.5 2.1 0.0 0.0

286 427 3
0.0 1.2 0.0

702 716
1.9 0.7

2 0 1 0

0 0

6 9 0 0

0 0

9 0 4 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Vardry St Vardry St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 82 101 0 0 0 94 8 0 23 0 84 0 1 0 0 0 393
4:15 PM 66 112 0 0 1 82 9 0 9 0 73 0 0 0 1 0 353
4:30 PM 69 95 1 0 0 112 5 0 10 1 65 0 0 0 1 0 359
4:45 PM 81 113 0 0 0 112 9 0 3 0 64 0 0 0 0 0 382 1487
5:00 PM 74 98 1 0 1 106 11 0 12 0 76 0 0 0 2 0 381 1475
5:15 PM 64 109 0 0 2 98 8 0 6 0 74 0 0 0 2 0 363 1485
5:30 PM 67 107 2 0 0 103 8 0 12 0 69 0 0 0 1 0 369 1495
5:45 PM 72 125 0 0 2 83 6 0 7 0 58 0 0 0 0 0 353 1466

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 324 452 0 0 0 448 36 0 12 0 256 0 0 0 0 0 1528
Heavy Trucks 0 12 0 0 12 0 4 0 16 0 0 0 44
Pedestrians 12 4 4 4 24
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Harris St QC JOB #: 14819211
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
743 659 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 3.2

0 588 155
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 2.4 0.0

0 0 72 120
0.0 0.0 2.8 1.7
0 0.93 0
0.0 0.0
0 0 48 329
0.0 0.0 0.0 0.0

0 587 173
0.0 3.2 0.0

635 760
2.2 2.5

0 0 2 0

0 0

0 7 0 0

0 0

0 0 1 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Harris St Harris St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 61 14 0 9 76 0 0 0 0 0 0 9 0 4 0 173
7:15 AM 0 100 24 0 18 103 0 0 0 0 0 0 13 0 7 0 265
7:30 AM 0 122 40 0 28 143 0 0 0 0 0 0 10 0 11 0 354
7:45 AM 0 151 43 0 43 169 0 0 0 0 0 0 14 0 16 0 436 1228
8:00 AM 0 137 46 0 38 158 0 0 0 0 0 0 9 0 17 1 406 1461
8:15 AM 0 139 46 0 35 127 0 0 0 0 0 0 14 0 17 0 378 1574
8:30 AM 0 160 38 0 39 134 0 0 0 0 0 0 10 0 22 0 403 1623
8:45 AM 0 130 31 0 22 107 0 0 0 0 0 0 11 0 19 0 320 1507

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 604 172 0 172 676 0 0 0 0 0 0 56 0 64 0 1744
Heavy Trucks 0 16 0 0 4 0 0 0 0 0 0 0 20
Pedestrians 0 0 0 8 8
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Harris St QC JOB #: 14819212
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
711 708 Peak-Hour: 4:30 PM -- 5:30 PM 1.7 1.8

0 602 109
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 1.8 0.9

0 0 132 200
0.0 0.0 0.8 0.5
0 0.96 0
0.0 0.0
0 0 68 241
0.0 0.0 0.0 1.2

0 576 132
0.0 2.1 1.5

670 708
1.6 2.0

0 0 0 0

0 1

0 2 0 0

0 0

0 0 3 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Harris St Harris St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 148 51 0 45 143 0 0 0 0 0 0 14 0 35 0 436
4:15 PM 0 147 29 0 31 116 0 0 0 0 0 0 14 0 30 0 367
4:30 PM 0 131 33 0 38 140 0 0 0 0 0 0 13 0 38 0 393
4:45 PM 0 149 35 0 19 160 0 0 0 0 0 0 16 0 41 0 420 1616
5:00 PM 0 141 35 0 24 155 0 0 0 0 0 0 19 0 34 0 408 1588
5:15 PM 0 155 29 0 28 147 0 0 0 0 0 0 20 0 19 0 398 1619
5:30 PM 0 153 20 0 16 156 0 0 0 0 0 0 19 0 24 0 388 1614
5:45 PM 0 173 21 0 23 121 0 0 0 0 0 0 14 0 24 0 376 1570

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 596 140 0 76 640 0 0 0 0 0 0 64 0 164 0 1680
Heavy Trucks 0 12 0 4 24 0 0 0 0 0 0 0 40
Pedestrians 0 0 0 8 8
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Claussen Ave QC JOB #: 14819213
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
629 767 Peak-Hour: 7:45 AM -- 8:45 AM 1.3 2.6

0 619 10
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 1.3 0.0

0 0 8 29
0.0 0.0 0.0 0.0
0 0.95 0
0.0 0.0
0 0 21 13
0.0 0.0 0.0 0.0

0 759 3
0.0 2.6 0.0

640 762
1.3 2.6

0 0 2 0

0 0

1 7 0 0

0 0

0 0 1 1

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Claussen Ave Claussen Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 75 0 0 0 81 0 0 0 0 0 0 2 0 0 0 158
7:15 AM 0 123 0 0 1 119 0 0 0 0 0 0 0 0 0 0 243
7:30 AM 0 163 0 0 2 148 0 0 0 0 0 0 2 0 1 0 316
7:45 AM 0 193 0 0 2 175 0 0 0 0 0 0 3 0 0 0 373 1090
8:00 AM 0 180 2 0 3 171 0 0 0 0 0 0 6 0 1 0 363 1295
8:15 AM 0 187 0 0 2 139 0 0 0 0 0 0 6 0 7 0 341 1393
8:30 AM 0 199 1 0 3 134 0 0 0 0 0 0 6 0 0 0 343 1420
8:45 AM 0 160 1 0 0 122 0 0 0 0 0 0 2 0 0 0 285 1332

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 772 0 0 8 700 0 0 0 0 0 0 12 0 0 0 1492
Heavy Trucks 0 16 0 0 4 0 0 0 0 0 0 0 20
Pedestrians 0 0 0 8 8
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Claussen Ave QC JOB #: 14819214
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
696 716 Peak-Hour: 4:45 PM -- 5:45 PM 1.4 1.0

0 688 8
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 1.3 12.5

0 0 15 46
0.0 0.0 0.0 0.0
0 0.98 0
0.0 0.0
0 0 31 11
0.0 0.0 0.0 9.1

0 701 3
0.0 1.0 0.0

719 704
1.3 1.0

0 0 2 0

0 0

6 3 0 0

0 0

0 0 4 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Claussen Ave Claussen Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 195 3 0 0 153 0 0 0 0 0 0 2 0 1 0 354
4:15 PM 0 173 3 0 3 131 0 0 0 0 0 0 1 0 2 0 313
4:30 PM 0 160 3 0 1 145 0 0 0 0 0 0 5 0 4 0 318
4:45 PM 0 179 0 0 3 175 0 0 0 0 0 0 6 0 5 0 368 1353
5:00 PM 0 170 1 0 2 173 0 0 0 0 0 0 12 0 6 0 364 1363
5:15 PM 0 177 2 0 1 172 0 0 0 0 0 0 3 0 3 0 358 1408
5:30 PM 0 175 0 0 2 168 0 0 0 0 0 0 10 0 1 0 356 1446
5:45 PM 0 191 1 0 2 139 0 0 0 0 0 0 3 0 1 0 337 1415

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 716 0 0 12 700 0 0 0 0 0 0 24 0 20 0 1472
Heavy Trucks 0 8 0 4 20 0 0 0 0 0 0 0 32
Pedestrians 0 0 4 0 4
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Thurston St QC JOB #: 14819215
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
641 765 Peak-Hour: 7:45 AM -- 8:45 AM 1.6 2.1

29 609 3
Peak 15-Min: 8:00 AM -- 8:15 AM
0.0 1.6 0.0

53 0 6 19
0.0 0.0 0.0 0.0
0 0.97 0
0.0 0.0
3 3 13 55
0.0 0.0 0.0 3.6

24 759 52
0.0 2.1 3.8

625 835
1.6 2.2

0 1 1 0

0 0

0 2 0 0

0 0

1 0 2 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Thurston St Thurston St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 1 76 2 0 0 86 1 0 0 0 0 0 1 0 1 0 168
7:15 AM 1 123 4 0 0 113 2 0 0 0 0 0 0 0 0 0 243
7:30 AM 3 162 1 0 0 152 1 0 0 0 1 0 2 0 0 0 322
7:45 AM 4 190 4 0 1 175 3 0 0 0 0 0 2 0 1 0 380 1113
8:00 AM 10 184 13 0 1 163 11 0 0 0 0 0 3 0 1 0 386 1331
8:15 AM 5 188 23 0 0 133 8 0 0 0 2 0 1 0 2 0 362 1450
8:30 AM 5 197 12 0 1 138 7 0 0 0 1 0 7 0 2 0 370 1498
8:45 AM 2 156 4 0 1 115 6 0 1 0 0 0 3 0 1 0 289 1407

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 40 736 52 0 4 652 44 0 0 0 0 0 12 0 4 0 1544
Heavy Trucks 0 12 4 0 8 0 0 0 0 0 0 0 24
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Thurston St QC JOB #: 14819216
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
715 704 Peak-Hour: 4:45 PM -- 5:45 PM 2.0 1.1

5 707 3
Peak 15-Min: 4:45 PM -- 5:00 PM
0.0 2.0 0.0

13 15 8 30
0.0 0.0 0.0 0.0
3 0.97 0
0.0 0.0
33 15 22 23
3.0 6.7 0.0 4.3

8 681 17
0.0 1.2 5.9

744 706
2.0 1.3

0 0 2 0

0 0

6 1 0 0

0 0

0 0 4 1

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Thurston St Thurston St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 199 6 0 0 163 0 0 0 2 1 0 1 0 2 0 374
4:15 PM 1 169 5 0 1 129 0 0 4 0 1 0 5 0 1 0 316
4:30 PM 1 159 6 0 0 145 2 0 2 0 4 0 7 0 2 0 328
4:45 PM 2 177 7 0 0 182 3 0 2 0 5 0 4 0 2 0 384 1402
5:00 PM 4 163 5 0 0 178 0 0 2 1 6 0 8 0 4 0 371 1399
5:15 PM 2 173 2 0 1 173 0 0 6 0 2 0 9 0 2 0 370 1453
5:30 PM 0 168 3 0 2 174 2 0 5 2 2 0 1 0 0 0 359 1484
5:45 PM 1 191 3 0 0 138 2 0 2 0 4 0 5 0 1 0 347 1447

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 8 708 28 0 0 728 12 0 8 0 20 0 16 0 8 0 1536
Heavy Trucks 0 8 0 0 24 0 0 0 4 0 0 0 36
Pedestrians 0 0 0 0 0
Bicycles 0 1 1 0 0 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Dunbar St QC JOB #: 14819217
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
637 834 Peak-Hour: 7:45 AM -- 8:45 AM 1.4 2.5

93 544 0
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 1.7 0.0

435 205 0 0
3.0 2.9 0.0 0.0
0 0.96 0
0.0 0.0
394 189 0 0
3.8 4.8 0.0 0.0

342 629 0
3.8 2.4 0.0

733 971
2.5 2.9

0 0 1 0

0 0

0 5 0 0

0 0

0 0 2 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Dunbar St Dunbar St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 34 62 0 0 0 68 16 0 14 0 29 0 0 0 0 0 223
7:15 AM 46 97 0 0 0 99 11 0 31 0 20 0 0 0 0 0 304
7:30 AM 49 114 0 0 0 129 19 0 44 0 43 0 0 0 0 0 398
7:45 AM 71 156 0 0 0 158 18 0 47 0 46 0 0 0 0 0 496 1421
8:00 AM 70 151 0 0 0 143 25 0 58 0 42 0 0 0 0 0 489 1687
8:15 AM 103 157 0 0 0 121 25 0 51 0 41 0 0 0 0 0 498 1881
8:30 AM 98 165 0 0 0 122 25 0 49 0 60 0 0 0 0 0 519 2002
8:45 AM 59 140 0 0 0 95 20 0 29 0 45 0 0 0 0 0 388 1894

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 392 660 0 0 0 488 100 0 196 0 240 0 0 0 0 0 2076
Heavy Trucks 24 28 0 0 12 0 8 0 16 0 0 0 88
Pedestrians 0 0 0 4 4
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Dunbar St QC JOB #: 14819218
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
752 701 Peak-Hour: 4:45 PM -- 5:45 PM 1.6 1.3

133 619 0
Peak 15-Min: 5:15 PM -- 5:30 PM
1.5 1.6 0.0

359 127 0 0
1.7 3.1 0.0 0.0
0 0.98 0
0.0 0.0
351 224 0 0
2.0 1.3 0.0 0.0

226 574 0
1.8 0.9 0.0

843 800
1.5 1.1

0 0 2 0

0 0

4 0 0 0

0 0

3 0 5 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Dunbar St Dunbar St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 53 147 0 0 0 131 29 0 57 0 87 0 0 0 0 0 504
4:15 PM 63 136 0 0 0 111 25 0 40 0 56 0 0 0 0 0 431
4:30 PM 49 124 0 0 0 140 18 0 44 0 69 0 0 0 0 0 444
4:45 PM 46 144 0 0 0 160 21 0 35 0 65 0 0 0 0 0 471 1850
5:00 PM 54 145 0 0 0 154 40 0 39 0 54 0 0 0 0 0 486 1832
5:15 PM 60 138 0 0 0 160 35 0 31 0 63 0 0 0 0 0 487 1888
5:30 PM 66 147 0 0 0 145 37 0 22 0 42 0 0 0 0 0 459 1903
5:45 PM 68 169 0 0 0 126 25 0 24 0 55 0 0 0 0 0 467 1899

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 240 552 0 0 0 640 140 0 124 0 252 0 0 0 0 0 1948
Heavy Trucks 8 4 0 0 4 0 8 0 4 0 0 0 28
Pedestrians 0 0 0 0 0
Bicycles 0 1 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Haynie St QC JOB #: 14819219
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
729 970 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 2.6

0 652 77
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 1.5 5.2

2 0 138 139
0.0 0.0 2.9 2.9
0 0.93 0
0.0 0.0
0 0 1 81
0.0 0.0 0.0 4.9

2 832 4
0.0 2.5 0.0

653 838
1.5 2.5

0 0 1 0

0 0

1 2 0 0

0 0

0 0 2 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Haynie St Haynie St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 90 1 0 14 85 0 0 0 0 0 0 0 0 11 0 201
7:15 AM 0 122 1 0 12 110 0 0 0 0 0 0 1 0 19 0 265
7:30 AM 0 155 2 0 22 153 0 0 0 0 0 0 0 0 21 0 353
7:45 AM 0 193 1 0 21 181 0 0 0 0 0 0 0 0 28 0 424 1243
8:00 AM 1 194 0 0 16 175 0 0 0 0 0 0 0 0 28 0 414 1456
8:15 AM 0 215 1 0 11 140 0 0 0 0 0 0 0 0 44 0 411 1602
8:30 AM 1 230 2 0 29 156 0 0 0 0 0 0 1 0 38 0 457 1706
8:45 AM 1 159 1 0 15 118 1 0 0 0 0 0 0 0 30 0 325 1607

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 4 920 8 0 116 624 0 0 0 0 0 0 4 0 152 0 1828
Heavy Trucks 0 44 0 8 4 0 0 0 0 0 0 0 56
Pedestrians 0 0 4 0 4
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- Haynie St QC JOB #: 14819220
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
796 856 Peak-Hour: 5:00 PM -- 6:00 PM 0.6 1.5

0 705 91
Peak 15-Min: 5:15 PM -- 5:30 PM
0.0 0.6 1.1

2 0 134 140
0.0 0.0 1.5 1.4
0 0.95 1
0.0 0.0
1 1 5 102
0.0 0.0 0.0 1.0

1 722 11
0.0 1.5 0.0

711 734
0.6 1.5

1 0 1 0

0 0

7 9 0 0

0 0

0 0 3 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St Haynie St Haynie St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 179 6 0 35 186 0 0 1 0 0 0 1 0 28 0 436
4:15 PM 0 173 3 0 25 139 1 0 0 0 0 0 2 0 30 0 373
4:30 PM 1 146 0 0 25 183 0 0 0 0 0 0 3 0 28 0 386
4:45 PM 0 169 3 0 20 208 0 0 0 0 0 0 0 0 27 0 427 1622
5:00 PM 1 146 3 0 16 191 0 0 0 0 1 0 1 1 37 0 397 1583
5:15 PM 0 178 4 0 28 194 0 0 0 0 0 0 1 0 37 0 442 1652
5:30 PM 0 173 2 0 27 163 0 0 0 0 0 0 3 0 33 0 401 1667
5:45 PM 0 225 2 0 20 157 0 0 0 0 0 0 0 0 27 0 431 1671

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 712 16 0 112 776 0 0 0 0 0 0 4 0 148 0 1768
Heavy Trucks 0 16 0 0 8 0 0 0 0 0 0 8 32
Pedestrians 0 0 4 4 8
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- S Church St/Mills Ave QC JOB #: 14819221
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
679 763 Peak-Hour: 7:30 AM -- 8:30 AM 1.8 1.6

133 485 61
Peak 15-Min: 7:45 AM -- 8:00 AM
2.3 1.6 1.6

905 200 19 1131


2.3 1.5 5.3 2.5
1012 0.95 700
3.6 2.6
1257 45 412 1362
3.2 2.2 2.2 2.9

72 544 289
0.0 1.5 0.7

942 905
1.9 1.1

0 0 2 0

0 0

1 4 0 0

0 0

0 0 2 0

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St S Church St/Mills Ave S Church St/Mills Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 6 58 29 0 10 49 15 0 23 126 8 0 63 108 1 1 497
7:15 AM 13 83 61 0 4 84 29 0 34 162 10 0 88 154 2 0 724
7:30 AM 16 107 74 0 5 108 24 0 44 273 9 0 111 180 0 0 951
7:45 AM 18 136 70 0 17 144 36 0 53 268 10 0 113 180 5 0 1050 3222
8:00 AM 20 138 65 0 16 121 43 0 45 248 9 0 94 185 9 0 993 3718
8:15 AM 18 163 80 0 23 112 30 0 58 223 17 0 94 155 5 0 978 3972
8:30 AM 22 173 69 0 12 107 32 0 55 217 16 0 85 141 5 0 934 3955
8:45 AM 21 102 73 0 13 76 36 0 55 205 19 0 89 169 8 0 866 3771

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 72 544 280 0 68 576 144 0 212 1072 40 0 452 720 20 0 4200
Heavy Trucks 0 0 0 0 12 0 4 32 0 12 20 4 84
Pedestrians 0 0 0 8 8
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Augusta St -- S Church St/Mills Ave QC JOB #: 14819222
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
824 634 Peak-Hour: 4:30 PM -- 5:30 PM 2.2 2.7

189 560 75
Peak 15-Min: 5:15 PM -- 5:30 PM
3.2 1.4 5.3

1325 158 19 1378


2.6 2.5 5.3 2.2
879 0.97 1004
2.7 2.7
1128 91 355 1299
2.7 2.2 0.6 2.6

132 457 345


1.5 2.6 1.7

1006 934
1.2 2.1

0 0 1 0

0 0

6 2 0 1

0 0

4 0 2 1

NA NA

NA NA NA NA

NA NA

15-Min Count Augusta St Augusta St S Church St/Mills Ave S Church St/Mills Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 39 141 86 0 26 126 39 0 45 219 27 0 81 195 8 0 1032
4:15 PM 31 125 104 0 18 109 39 0 40 200 22 0 80 185 6 0 959
4:30 PM 32 103 105 0 15 114 35 0 35 212 19 0 89 245 7 0 1011
4:45 PM 33 119 86 0 18 163 58 0 42 221 20 0 87 228 3 0 1078 4080
5:00 PM 32 105 80 0 22 127 41 0 44 231 26 0 90 273 5 0 1076 4124
5:15 PM 35 130 74 0 20 156 55 0 37 215 26 0 89 258 4 0 1099 4264
5:30 PM 36 119 52 0 11 108 47 0 51 212 27 0 70 238 6 0 977 4230
5:45 PM 36 160 79 0 23 123 41 0 51 192 17 0 58 188 6 0 974 4126

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 140 520 296 0 80 624 220 0 148 860 104 0 356 1032 16 0 4396
Heavy Trucks 0 12 0 8 4 8 4 8 0 4 24 0 72
Pedestrians 4 0 4 4 12
Bicycles 0 1 1 0 1 0 0 0 0 0 1 0 4
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: S Church St -- Haynie St/Pearl Ave QC JOB #: 14819223
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1184 1390 Peak-Hour: 7:30 AM -- 8:30 AM 2.7 3.1

39 1130 15
Peak 15-Min: 7:45 AM -- 8:00 AM
5.1 2.5 13.3

142 31 14 150
2.8 9.7 0.0 2.7
58 0.96 90
1.7 2.2
91 2 46 106
4.4 0.0 4.3 4.7

14 1345 33
0.0 3.0 6.1

1179 1392
2.5 3.0

1 0 0 0

0 0

1 1 0 0

0 0

1 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count S Church St S Church St Haynie St/Pearl Ave Haynie St/Pearl Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 159 4 0 1 166 5 0 5 9 1 0 5 7 4 0 366
7:15 AM 0 224 1 0 2 270 7 0 10 8 0 0 4 11 2 0 539
7:30 AM 4 357 4 0 6 283 8 0 7 16 1 0 6 11 3 0 706
7:45 AM 2 346 8 1 4 307 8 0 10 16 0 0 9 23 3 0 737 2348
8:00 AM 1 325 9 0 3 284 14 0 7 14 0 0 16 23 5 0 701 2683
8:15 AM 6 317 12 0 2 256 9 0 7 12 1 0 15 33 3 0 673 2817
8:30 AM 4 294 14 0 3 239 10 0 6 21 0 0 18 26 2 0 637 2748
8:45 AM 2 290 16 0 4 260 14 1 6 11 2 0 13 17 2 0 638 2649

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 8 1384 32 4 16 1228 32 0 40 64 0 0 36 92 12 0 2948
Heavy Trucks 0 32 0 0 40 4 4 4 0 4 4 0 92
Pedestrians 4 4 4 4 16
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: S Church St -- Haynie St/Pearl Ave QC JOB #: 14819224
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1466 1202 Peak-Hour: 4:30 PM -- 5:30 PM 2.0 2.5

42 1389 35
Peak 15-Min: 5:00 PM -- 5:15 PM
2.4 2.0 0.0

143 32 9 139
2.1 0.0 22.2 2.9
74 0.95 77
4.1 2.6
118 12 53 221
2.5 0.0 0.0 3.6

24 1160 113
0.0 2.4 4.4

1454 1297
1.9 2.5

2 0 1 0

0 0

1 1 0 0

0 0

3 0 0 1

NA NA

NA NA NA NA

NA NA

15-Min Count S Church St S Church St Haynie St/Pearl Ave Haynie St/Pearl Ave Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 3 311 16 1 8 288 12 0 18 25 5 0 5 14 5 0 711
4:15 PM 7 302 27 0 6 271 10 0 8 15 5 0 13 19 3 0 686
4:30 PM 2 305 26 0 4 351 8 0 9 14 0 0 10 18 1 0 748
4:45 PM 7 283 32 0 7 314 10 0 12 14 4 0 17 20 2 0 722 2867
5:00 PM 8 299 28 0 9 382 11 1 3 20 5 0 11 14 2 0 793 2949
5:15 PM 7 273 27 0 14 342 13 0 8 26 3 0 15 25 4 0 757 3020
5:30 PM 3 276 21 0 8 274 17 0 11 21 1 0 6 22 3 0 663 2935
5:45 PM 5 277 16 0 9 275 15 1 6 17 1 0 8 16 3 0 649 2862

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 32 1196 112 0 36 1528 44 4 12 80 20 0 44 56 8 0 3172
Heavy Trucks 0 28 4 0 24 0 0 4 0 0 0 0 60
Pedestrians 0 0 0 4 4
Bicycles 0 0 0 0 1 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: S Church St -- University Ridge QC JOB #: 14819225
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1501 1520 Peak-Hour: 7:30 AM -- 8:30 AM 3.1 3.3

321 1130 50
Peak 15-Min: 8:15 AM -- 8:30 AM
1.6 3.4 6.0

574 206 67 284


1.2 2.9 3.0 1.1
91 0.96 168
1.1 0.6
318 21 49 166
2.2 0.0 0.0 2.4

85 1247 24
1.2 3.4 0.0

1199 1356
3.2 3.2

0 0 0 0

0 0

1 0 0 0

0 0

1 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count S Church St S Church St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 2 155 3 1 3 169 25 1 23 10 1 0 8 5 3 0 409
7:15 AM 14 224 2 0 6 262 30 0 24 17 3 0 12 10 14 0 618
7:30 AM 9 349 6 0 9 300 45 0 48 18 1 0 7 16 12 0 820
7:45 AM 21 304 5 0 6 280 69 0 61 29 6 0 24 35 17 0 857 2704
8:00 AM 32 295 8 0 14 291 86 0 46 26 8 0 6 54 18 0 884 3179
8:15 AM 23 299 5 0 21 259 121 0 51 18 6 0 11 63 20 1 898 3459
8:30 AM 50 255 3 0 15 231 98 0 61 28 5 0 7 43 14 0 810 3449
8:45 AM 32 251 9 0 25 258 76 0 53 18 15 0 8 34 18 0 797 3389

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 92 1196 20 0 84 1036 484 0 204 72 24 0 44 252 80 4 3592
Heavy Trucks 0 36 0 8 16 8 12 0 0 0 0 8 88
Pedestrians 4 0 0 0 4
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: S Church St -- University Ridge QC JOB #: 14819226
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1557 1712 Peak-Hour: 4:30 PM -- 5:30 PM 2.2 2.2

245 1228 84
Peak 15-Min: 5:00 PM -- 5:15 PM
0.8 2.4 2.4

408 558 61 223


1.2 1.3 3.3 0.9
246 0.93 103
0.0 0.0
941 137 59 358
1.1 2.2 0.0 0.6

60 1092 29
5.0 2.6 0.0

1424 1181
2.3 2.6

0 0 0 0

0 0

3 3 0 0

0 0

4 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count S Church St S Church St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 22 270 14 1 10 229 79 1 144 71 46 0 20 32 17 0 956
4:15 PM 11 297 8 0 20 237 61 0 128 46 22 0 14 27 16 0 887
4:30 PM 21 282 4 0 18 300 61 0 146 61 38 0 15 24 15 0 985
4:45 PM 17 266 10 0 17 283 56 0 139 48 35 0 18 30 12 0 931 3759
5:00 PM 11 271 7 0 17 316 62 1 188 83 38 0 14 20 17 0 1045 3848
5:15 PM 11 273 8 0 31 329 66 0 85 54 26 0 12 29 17 0 941 3902
5:30 PM 14 278 11 0 27 258 61 0 76 41 16 0 17 38 15 1 853 3770
5:45 PM 13 264 9 0 20 255 57 0 60 47 17 0 13 26 17 0 798 3637

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 44 1084 28 0 68 1264 248 4 752 332 152 0 56 80 68 0 4180
Heavy Trucks 4 20 0 4 28 0 8 0 0 0 0 0 64
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Cleveland St -- University Ridge QC JOB #: 14819227
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
139 237 Peak-Hour: 8:00 AM -- 9:00 AM 3.6 0.8

66 71 2
Peak 15-Min: 8:15 AM -- 8:30 AM
1.5 5.6 0.0

260 35 13 75
0.8 2.9 0.0 0.0
32 0.90 59
3.1 0.0
140 73 3 38
2.1 1.4 0.0 2.6

135 189 4
0.7 0.5 0.0

147 328
3.4 0.6

1 0 0 0

0 0

2 1 0 1

0 0

2 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count Cleveland St Cleveland St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 2 9 2 0 0 3 4 0 2 4 5 0 0 1 0 0 32
7:15 AM 14 15 1 0 0 10 3 0 7 1 9 0 0 8 1 0 69
7:30 AM 12 30 0 0 0 11 8 0 6 6 17 0 1 3 2 0 96
7:45 AM 32 44 1 0 0 9 17 0 10 9 19 0 1 12 3 0 157 354
8:00 AM 31 37 1 0 1 13 16 0 9 6 20 0 1 18 4 0 157 479
8:15 AM 52 57 2 0 1 13 21 0 7 7 15 0 0 13 1 0 189 599
8:30 AM 26 52 1 0 0 18 12 0 11 10 19 0 0 15 6 0 170 673
8:45 AM 26 43 0 0 0 27 17 0 8 9 19 0 2 13 2 0 166 682

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 208 228 8 0 4 52 84 0 28 28 60 0 0 52 4 0 756
Heavy Trucks 0 4 0 0 4 4 0 0 0 0 0 0 12
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Cleveland St -- University Ridge QC JOB #: 14819228
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
300 250 Peak-Hour: 4:45 PM -- 5:45 PM 0.3 1.6

77 210 13
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 0.5 0.0

212 82 15 84
0.9 1.2 0.0 1.2
83 0.93 52
0.0 1.9
329 164 17 124
0.6 0.6 0.0 0.0

83 153 28
1.2 2.0 0.0

391 264
0.5 1.5

7 0 2 0

0 0

7 7 0 0

0 0

9 0 5 0

NA NA

NA NA NA NA

NA NA

15-Min Count Cleveland St Cleveland St University Ridge University Ridge Total Hourly
Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 19 19 8 0 1 27 24 0 17 28 37 0 1 14 4 0 199
4:15 PM 31 38 2 0 3 25 13 0 13 26 25 0 0 11 3 0 190
4:30 PM 14 28 6 0 1 43 24 0 16 20 33 0 0 12 3 0 200
4:45 PM 15 45 11 0 4 38 26 0 19 25 35 0 6 16 4 0 244 833
5:00 PM 23 41 5 0 4 60 16 0 36 26 38 0 4 6 5 0 264 898
5:15 PM 18 32 8 0 1 69 18 0 16 20 47 0 2 16 2 0 249 957
5:30 PM 27 35 4 0 4 43 17 0 11 12 44 0 5 14 4 0 220 977
5:45 PM 8 27 7 0 5 42 23 0 11 18 32 0 2 15 5 0 195 928

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 92 164 20 0 16 240 64 0 144 104 152 0 16 24 20 0 1056
Heavy Trucks 0 4 0 0 4 0 4 0 0 0 0 0 12
Pedestrians 0 24 8 4 36
Bicycles 0 1 0 0 1 0 0 0 0 0 0 0 2
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Church St -- E Washington St QC JOB #: 14819229
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1738 1423 Peak-Hour: 7:45 AM -- 8:45 AM 1.9 3.7

130 1561 47
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 2.0 2.1

307 128 62 434


3.6 7.0 1.6 3.9
181 0.98 177
3.3 6.2
343 34 195 388
4.7 2.9 2.6 1.8

0 1233 160
0.0 3.4 0.0

1790 1393
2.1 3.0

4 0 0 0

0 0

2 3 2 1

0 0

2 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count Church St Church St E Washington St E Washington St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 162 9 0 3 205 16 0 16 11 6 0 22 12 4 0 466
7:15 AM 0 232 15 0 1 302 31 0 28 21 6 0 24 27 8 0 695
7:30 AM 0 318 34 0 7 338 35 0 33 44 10 0 25 28 11 0 883
7:45 AM 0 342 39 0 12 384 36 0 37 56 3 0 35 41 8 0 993 3037
8:00 AM 0 289 50 0 12 372 29 0 36 53 10 0 46 45 6 0 948 3519
8:15 AM 0 293 40 0 10 400 28 0 32 36 10 0 57 47 22 0 975 3799
8:30 AM 0 309 31 0 13 405 37 0 23 36 11 0 57 44 26 0 992 3908
8:45 AM 0 218 35 0 10 341 35 0 18 42 10 0 45 45 24 0 823 3738

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 1368 156 0 48 1536 144 0 148 224 12 0 140 164 32 0 3972
Heavy Trucks 0 36 0 4 40 0 12 8 0 16 12 0 128
Pedestrians 4 8 4 4 20
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: Church St -- E Washington St QC JOB #: 14819230
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1398 1721 Peak-Hour: 4:30 PM -- 5:30 PM 1.5 2.3

113 1240 45
Peak 15-Min: 5:00 PM -- 5:15 PM
0.9 1.6 0.0

338 167 109 520


1.2 1.8 0.0 1.2
205 0.94 225
1.0 1.3
462 90 186 412
1.1 0.0 1.6 0.7

0 1445 162
0.0 2.5 0.6

1516 1607
1.5 2.3

2 0 0 0

0 0

1 0 0 0

0 0

5 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count Church St Church St E Washington St E Washington St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 378 38 0 9 279 28 0 38 34 18 0 45 43 23 0 933
4:15 PM 0 418 33 0 13 269 36 0 34 40 15 0 36 29 18 0 941
4:30 PM 0 394 40 0 13 314 26 0 37 42 23 0 42 43 19 0 993
4:45 PM 0 355 36 0 8 312 20 0 45 51 16 0 49 48 22 0 962 3829
5:00 PM 0 371 44 0 11 337 38 0 36 51 32 0 49 68 28 0 1065 3961
5:15 PM 0 325 42 0 13 277 29 0 49 61 19 0 46 66 40 0 967 3987
5:30 PM 0 368 38 0 10 283 25 0 40 46 13 0 40 66 27 0 956 3950
5:45 PM 0 293 22 0 14 259 36 0 36 28 11 0 51 66 29 0 845 3833

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 1484 176 0 44 1348 152 0 144 204 128 0 196 272 112 0 4260
Heavy Trucks 0 32 0 0 16 0 0 0 0 0 0 0 48
Pedestrians 4 0 4 0 8
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:44 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: N Church St -- E North St QC JOB #: 14819231
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1722 871 Peak-Hour: 7:45 AM -- 8:45 AM 1.7 4.1

1 1693 28
Peak 15-Min: 7:45 AM -- 8:00 AM
0.0 1.7 3.6

1 50 4 4
0.0 0.0 0.0 0.0
1133 0.95 0
1.9 0.0
1273 90 0 1713
2.2 6.7 0.0 2.5

0 817 552
0.0 4.4 3.4

1783 1369
2.0 4.0

0 0 0 0

0 0

0 0 0 0

0 0

0 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count N Church St N Church St E North St E North St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 0 112 72 0 5 233 0 0 5 236 12 0 0 0 0 0 675
7:15 AM 0 158 110 0 5 328 0 0 4 314 22 0 0 0 0 0 941
7:30 AM 0 211 149 0 5 388 0 0 2 303 9 0 0 0 1 0 1068
7:45 AM 0 230 141 0 8 425 1 0 10 315 16 0 0 0 0 0 1146 3830
8:00 AM 0 188 141 0 6 412 0 0 15 289 21 0 0 0 0 0 1072 4227
8:15 AM 0 193 151 0 5 450 0 0 11 243 21 0 0 0 2 0 1076 4362
8:30 AM 0 206 119 0 9 406 0 0 14 286 32 0 0 0 2 0 1074 4368
8:45 AM 0 169 109 0 8 384 0 0 16 213 32 0 0 0 1 0 932 4154

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 920 564 0 32 1700 4 0 40 1260 64 0 0 0 0 0 4584
Heavy Trucks 0 32 16 0 28 0 0 16 8 0 0 0 100
Pedestrians 0 0 0 0 0
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:45 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: N Church St -- E North St QC JOB #: 14819232
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1415 1179 Peak-Hour: 4:15 PM -- 5:15 PM 2.0 2.1

0 1296 119
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 2.2 0.8

0 128 17 17
0.0 0.8 0.0 0.0
1116 0.96 0
0.9 0.0
1359 115 0 1949
0.8 0.0 0.0 1.0

0 1034 714
0.0 2.3 1.1

1411 1748
2.0 1.8

0 0 0 0

2 0

1 1 0 0

0 0

1 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count N Church St N Church St E North St E North St Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 0 255 182 0 36 289 1 0 12 222 29 0 0 0 3 0 1029
4:15 PM 0 279 178 0 24 303 0 0 23 263 26 0 0 0 8 0 1104
4:30 PM 0 260 181 0 28 321 0 0 24 267 29 0 0 0 1 0 1111
4:45 PM 0 240 174 0 27 335 0 0 35 294 30 0 0 0 6 0 1141 4385
5:00 PM 0 255 181 0 40 337 0 0 46 292 30 0 0 0 2 0 1183 4539
5:15 PM 0 264 149 0 36 288 0 1 30 278 25 0 0 0 2 0 1073 4508
5:30 PM 0 289 148 0 24 307 0 0 32 269 23 0 0 0 3 0 1095 4492
5:45 PM 0 226 133 0 26 296 0 0 26 264 28 0 0 0 3 0 1002 4353

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 0 1020 724 0 160 1348 0 0 184 1168 120 0 0 0 8 0 4732
Heavy Trucks 0 20 0 0 24 0 4 20 0 0 0 0 68
Pedestrians 0 0 4 0 4
Bicycles 0 0 0 0 0 0 1 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:45 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: N Church St -- Beattie Pl QC JOB #: 14819233
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
1245 646 Peak-Hour: 7:45 AM -- 8:45 AM 2.2 5.7

123 1122 0
Peak 15-Min: 8:30 AM -- 8:45 AM
0.0 2.5 0.0

1435 0 26 1686
2.0 0.0 7.7 1.7
0 0.98 1051
0.0 2.3
1 1 609 0
0.0 0.0 0.5 0.0

261 620 0
1.5 5.6 0.0

1732 881
1.8 4.4

186 0 0 0

0 0

19 5 0 0

0 0

4 0 0 0

NA NA

NA NA NA NA

NA NA

15-Min Count N Church St N Church St Beattie Pl Beattie Pl Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
7:00 AM 24 90 0 0 0 138 12 0 0 0 0 0 93 175 2 0 534
7:15 AM 33 128 0 0 0 218 19 0 0 0 0 0 127 199 3 0 727
7:30 AM 51 161 0 0 0 256 19 0 0 0 0 0 141 241 2 0 871
7:45 AM 59 176 0 0 0 283 30 0 0 0 0 0 144 271 6 0 969 3101
8:00 AM 64 152 0 0 0 304 30 0 0 0 0 0 137 231 5 0 923 3490
8:15 AM 55 130 0 0 0 269 36 0 0 0 0 0 165 292 4 0 951 3714
8:30 AM 83 162 0 0 0 266 27 0 0 0 1 0 163 257 11 0 970 3813
8:45 AM 42 135 0 0 0 252 23 0 0 0 0 0 153 241 6 0 852 3696

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 332 648 0 0 0 1064 108 0 0 0 4 0 652 1028 44 0 3880
Heavy Trucks 4 28 0 0 28 0 0 0 0 0 48 8 116
Pedestrians 4 200 20 4 228
Bicycles 0 0 0 0 0 0 0 0 0 0 0 0 0
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:45 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Type of peak hour being reported: Intersection Peak Method for determining peak hour: Total Entering Volume
LOCATION: N Church St -- Beattie Pl QC JOB #: 14819234
CITY/STATE: Greenville, SC DATE: Thu, Oct 18 2018
971 1079 Peak-Hour: 4:45 PM -- 5:45 PM 1.6 1.6

70 901 0
Peak 15-Min: 5:00 PM -- 5:15 PM
0.0 1.8 0.0

1454 0 40 1762
1.4 0.0 0.0 1.2
0 0.95 1207
0.0 1.2
0 0 515 0
0.0 0.0 1.2 0.0

177 1039 0
3.4 1.6 0.0

1416 1216
1.6 1.9

146 0 0 0

0 0

12 1 0 0

0 0

1 0 2 0

NA NA

NA NA NA NA

NA NA

15-Min Count N Church St N Church St Beattie Pl Beattie Pl Total Hourly


Period (Northbound) (Southbound) (Eastbound) (Westbound) Totals
Beginning At Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U
4:00 PM 44 224 0 0 0 181 7 0 0 0 0 0 147 251 17 0 871
4:15 PM 38 269 0 0 0 196 14 0 0 0 0 0 131 255 11 0 914
4:30 PM 48 240 0 0 0 218 19 0 0 0 0 0 131 232 17 0 905
4:45 PM 50 228 0 0 0 226 13 0 0 0 0 0 136 275 16 0 944 3634
5:00 PM 37 266 0 0 0 247 21 0 0 0 0 0 134 325 10 0 1040 3803
5:15 PM 42 262 0 0 0 210 23 0 0 0 0 0 126 282 6 0 951 3840
5:30 PM 48 283 0 0 0 218 13 0 0 0 0 0 119 325 8 0 1014 3949
5:45 PM 47 216 0 0 0 185 20 0 0 0 0 0 127 304 6 0 905 3910

Peak 15-Min Northbound Southbound Eastbound Westbound


Flowrates Left Thru Right U Left Thru Right U Left Thru Right U Left Thru Right U Total
All Vehicles 148 1064 0 0 0 988 84 0 0 0 0 0 536 1300 40 0 4160
Heavy Trucks 4 20 0 0 16 0 0 0 0 12 8 0 60
Pedestrians 0 244 20 0 264
Bicycles 0 1 0 0 0 0 0 0 0 0 0 0 1
Railroad
Stopped Buses
Comments:
Report generated on 10/30/2018 10:45 AM SOURCE: Quality Counts, LLC (http://www.qualitycounts.net) 1-877-580-2212
Appendix C

INTERNAL TRIPS WORKSHEET

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
Appendix D

CAPACITY ANALYSIS AND QUEUE REPORT PRINTOUTS

__________________________________________________________________________________________
University Ridge Traffic Impact Study May 2, 2019
24: Augusta St /Augusta St & Dunbar St AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBR NBL NBT SBT SBR


Lane Configurations
Traffic Volume (veh/h) 205 189 342 629 544 93
Future Volume (veh/h) 205 189 342 629 544 93
Number 3 18 1 6 2 12
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1810 1827 1863 1868 1900
Adj Flow Rate, veh/h 214 197 356 655 567 97
Adj No. of Lanes 1 1 1 1 1 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 5 4 2 2 2
Cap, veh/h 248 367 696 1397 947 162
Arrive On Green 0.14 0.14 0.10 0.75 1.00 1.00
Sat Flow, veh/h 1757 1538 1740 1863 1550 265
Grp Volume(v), veh/h 214 197 356 655 0 664
Grp Sat Flow(s),veh/h/ln 1757 1538 1740 1863 0 1815
Q Serve(g_s), s 13.1 12.3 7.7 14.9 0.0 0.0
Cycle Q Clear(g_c), s 13.1 12.3 7.7 14.9 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.15
Lane Grp Cap(c), veh/h 248 367 696 1397 0 1110
V/C Ratio(X) 0.86 0.54 0.51 0.47 0.00 0.60
Avail Cap(c_a), veh/h 319 430 882 1397 0 1110
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 46.2 36.6 5.2 5.3 0.0 0.0
Incr Delay (d2), s/veh 14.6 0.5 0.6 0.3 0.0 2.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 7.4 5.3 3.7 7.8 0.0 0.7
LnGrp Delay(d),s/veh 60.8 37.0 5.8 5.7 0.0 2.4
LnGrp LOS E D A A A
Approach Vol, veh/h 411 1011 664
Approach Delay, s/veh 49.4 5.7 2.4
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 15.2 73.3 88.5 21.5
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 22.5 51.0 78.0 20.0
Max Q Clear Time (g_c+I1), s 9.7 2.0 16.9 15.1
Green Ext Time (p_c), s 1.0 16.7 17.6 0.4
Intersection Summary
HCM 2010 Ctrl Delay 13.3
HCM 2010 LOS B

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 1
26: Augusta St/River Street & Main Street AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 51 83 32 65 56 7 0 338 74 0 431 50
Future Volume (veh/h) 51 83 32 65 56 7 0 338 74 0 431 50
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1724 1900 1845 1789 1900 0 1845 1900 0 1863 1792
Adj Flow Rate, veh/h 56 91 0 71 62 8 0 371 81 0 474 55
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 13 13 3 7 7 0 3 0 0 2 6
Cap, veh/h 409 398 0 405 355 46 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1537 198 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 56 91 0 71 0 70 0 371 81 0 474 55
Grp Sat Flow(s),veh/h/ln 1774 1724 0 1757 0 1735 0 1845 1599 0 1863 1509
Q Serve(g_s), s 2.0 3.3 0.0 2.5 0.0 2.5 0.0 13.6 2.9 0.0 18.4 2.0
Cycle Q Clear(g_c), s 2.0 3.3 0.0 2.5 0.0 2.5 0.0 13.6 2.9 0.0 18.4 2.0
Prop In Lane 1.00 0.00 1.00 0.11 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
V/C Ratio(X) 0.14 0.23 0.00 0.18 0.00 0.17 0.00 0.65 0.16 0.00 0.83 0.12
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.8 24.4 0.0 24.0 0.0 24.0 0.0 23.4 19.7 0.0 25.1 19.4
Incr Delay (d2), s/veh 0.7 1.3 0.0 0.9 0.0 0.9 0.0 5.8 0.7 0.0 12.9 0.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.0 1.7 0.0 1.3 0.0 1.3 0.0 7.8 1.4 0.0 11.5 0.9
LnGrp Delay(d),s/veh 24.5 25.7 0.0 25.0 0.0 25.0 0.0 29.2 20.4 0.0 38.0 19.9
LnGrp LOS C C C C C C D B
Approach Vol, veh/h 147 141 452 529
Approach Delay, s/veh 25.3 25.0 27.6 36.1
Approach LOS C C C D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 30.6
HCM 2010 LOS C

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 2
28: Augusta St & Vardry St AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 107 0 380 0 0 0 268 394 0 0 365 50
Future Volume (veh/h) 107 0 380 0 0 0 268 394 0 0 365 50
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1863 1900 1881 1827 0 0 1867 1900
Adj Flow Rate, veh/h 114 0 404 285 419 0 0 388 53
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Percent Heavy Veh, % 1 2 0 1 4 0 0 2 2
Cap, veh/h 383 398 402 759 1262 0 0 899 123
Arrive On Green 0.21 0.00 0.21 0.09 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1603 219
Grp Volume(v), veh/h 114 0 404 285 419 0 0 0 441
Grp Sat Flow(s),veh/h/ln 1792 1863 1211 1792 1827 0 0 0 1822
Q Serve(g_s), s 5.9 0.0 23.5 6.9 10.1 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 5.9 0.0 23.5 6.9 10.1 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12
Lane Grp Cap(c), veh/h 383 398 402 759 1262 0 0 0 1022
V/C Ratio(X) 0.30 0.00 1.00 0.38 0.33 0.00 0.00 0.00 0.43
Avail Cap(c_a), veh/h 383 398 402 1064 1262 0 0 0 1022
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 36.3 0.0 39.4 7.2 6.8 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.4 0.0 45.9 0.3 0.2 0.0 0.0 0.0 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.0 0.0 25.9 3.4 5.1 0.0 0.0 0.0 0.4
LnGrp Delay(d),s/veh 36.8 0.0 85.3 7.5 7.0 0.0 0.0 0.0 1.3
LnGrp LOS D F A A A
Approach Vol, veh/h 518 704 441
Approach Delay, s/veh 74.6 7.2 1.3
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 14.3 67.7 28.0 82.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 28.5 43.0 23.5 76.0
Max Q Clear Time (g_c+I1), s 8.9 2.0 25.5 12.1
Green Ext Time (p_c), s 0.9 6.6 0.0 6.8
Intersection Summary
HCM 2010 Ctrl Delay 26.6
HCM 2010 LOS C
Notes

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 3
42: Mills Ave./Church St & Augusta St /Augusta St. AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 61 485 133 72 544 289 200 1012 45 412 700 19
Future Volume (veh/h) 61 485 133 72 544 289 200 1012 45 412 700 19
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1900 1869 1900 1863 1828 1900 1863 1844 1900
Adj Flow Rate, veh/h 64 511 140 76 573 304 211 1065 47 434 737 20
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 2 0 2 2 2 4 4 2 3 3
Cap, veh/h 178 831 226 263 698 370 243 1078 48 500 1138 31
Arrive On Green 0.04 0.30 0.30 0.05 0.31 0.31 0.14 0.32 0.32 0.15 0.33 0.33
Sat Flow, veh/h 1774 2739 746 1810 2230 1182 1774 3389 150 3442 3484 95
Grp Volume(v), veh/h 64 329 322 76 456 421 211 546 566 434 370 387
Grp Sat Flow(s),veh/h/ln 1774 1770 1716 1810 1776 1636 1774 1737 1802 1721 1752 1827
Q Serve(g_s), s 2.7 17.5 17.7 3.1 26.1 26.2 12.8 34.4 34.4 13.6 19.9 19.9
Cycle Q Clear(g_c), s 2.7 17.5 17.7 3.1 26.1 26.2 12.8 34.4 34.4 13.6 19.9 19.9
Prop In Lane 1.00 0.43 1.00 0.72 1.00 0.08 1.00 0.05
Lane Grp Cap(c), veh/h 178 537 520 263 556 512 243 553 573 500 572 597
V/C Ratio(X) 0.36 0.61 0.62 0.29 0.82 0.82 0.87 0.99 0.99 0.87 0.65 0.65
Avail Cap(c_a), veh/h 234 537 520 302 556 512 323 553 573 563 572 597
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.88 0.88 0.88
Uniform Delay (d), s/veh 28.0 32.8 32.9 25.8 34.9 34.9 46.5 37.3 37.3 46.0 31.6 31.6
Incr Delay (d2), s/veh 0.5 5.2 5.4 0.2 12.8 13.8 17.4 34.9 34.3 11.2 2.2 2.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.3 9.3 9.2 1.6 14.8 13.8 7.4 21.7 22.5 7.2 9.9 10.3
LnGrp Delay(d),s/veh 28.5 38.0 38.3 26.0 47.7 48.7 63.9 72.2 71.6 57.2 33.9 33.8
LnGrp LOS C D D C D D E E E E C C
Approach Vol, veh/h 715 953 1323 1191
Approach Delay, s/veh 37.3 46.4 70.6 42.3
Approach LOS D D E D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 9.6 39.4 19.1 41.9 8.6 40.5 20.0 41.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 7.5 29.0 20.0 33.0 7.5 29.0 18.0 35.0
Max Q Clear Time (g_c+I1), s 5.1 19.7 14.8 21.9 4.7 28.2 15.6 36.4
Green Ext Time (p_c), s 0.0 7.1 0.3 7.9 0.0 0.7 0.4 0.0
Intersection Summary
HCM 2010 Ctrl Delay 51.3
HCM 2010 LOS D

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 5
43: Church St & Beattie Pl AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 609 1051 26 261 620 0 0 1122 123
Future Volume (veh/h) 0 0 0 609 1051 26 261 620 0 0 1122 123
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.83 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1863 1792 0 0 1850 1900
Adj Flow Rate, veh/h 406 1808 27 266 633 0 0 1145 126
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 0 0 2 6 0 0 3 3
Cap, veh/h 551 2268 34 369 2003 0 0 1219 134
Arrive On Green 0.30 0.30 0.30 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7443 111 1774 3495 0 0 3282 350
Grp Volume(v), veh/h 406 1385 450 266 633 0 0 630 641
Grp Sat Flow(s),veh/h/ln 1810 1900 1854 1774 1703 0 0 1758 1782
Q Serve(g_s), s 27.4 30.3 30.3 13.7 21.7 0.0 0.0 40.5 41.0
Cycle Q Clear(g_c), s 27.4 30.3 30.3 13.7 21.7 0.0 0.0 40.5 41.0
Prop In Lane 1.00 0.06 1.00 0.00 0.00 0.20
Lane Grp Cap(c), veh/h 551 1737 565 369 2003 0 0 672 681
V/C Ratio(X) 0.74 0.80 0.80 0.72 0.32 0.00 0.00 0.94 0.94
Avail Cap(c_a), veh/h 585 1844 600 388 2003 0 0 672 681
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.92 0.92 0.00 0.00 0.71 0.71
Uniform Delay (d), s/veh 42.4 43.4 43.4 57.9 31.3 0.0 0.0 14.7 14.7
Incr Delay (d2), s/veh 5.0 2.6 7.6 4.7 0.4 0.0 0.0 17.6 17.9
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 14.4 16.3 16.7 10.3 10.4 0.0 0.0 21.8 22.6
LnGrp Delay(d),s/veh 47.4 46.0 51.0 62.6 31.7 0.0 0.0 32.2 32.6
LnGrp LOS D D D E C C C
Approach Vol, veh/h 2241 899 1271
Approach Delay, s/veh 47.3 40.8 32.4
Approach LOS D D C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 86.0 28.0 58.0 47.4
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 80.0 23.5 * 52 44.0
Max Q Clear Time (g_c+I1), s 23.7 15.7 43.0 32.3
Green Ext Time (p_c), s 3.0 2.0 3.5 9.1
Intersection Summary
HCM 2010 Ctrl Delay 41.7
HCM 2010 LOS D
Notes

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 6
45: Church St & E North St AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 50 1133 90 0 0 0 0 817 552 28 1694 0
Future Volume (veh/h) 50 1133 90 0 0 0 0 817 552 28 1694 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1856 1900 0 1881 1900 1863 1863 0
Adj Flow Rate, veh/h 53 1193 95 0 860 581 29 2496 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 2 2 0
Cap, veh/h 501 1325 105 0 2098 947 295 2247 0
Arrive On Green 0.28 0.28 0.28 0.00 1.00 1.00 0.02 0.84 0.00
Sat Flow, veh/h 1810 4784 381 0 3668 1613 1774 3632 0
Grp Volume(v), veh/h 53 842 446 0 860 581 29 2496 0
Grp Sat Flow(s),veh/h/ln 1810 1689 1787 0 1787 1613 1774 1770 0
Q Serve(g_s), s 3.0 32.7 32.7 0.0 0.0 0.0 0.9 86.3 0.0
Cycle Q Clear(g_c), s 3.0 32.7 32.7 0.0 0.0 0.0 0.9 86.3 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 501 935 495 0 2098 947 295 2247 0
V/C Ratio(X) 0.11 0.90 0.90 0.00 0.41 0.61 0.10 1.11 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2098 947 367 2247 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.33 1.33 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.94 0.94 0.16 0.16 0.00
Uniform Delay (d), s/veh 36.6 47.4 47.4 0.0 0.0 0.0 10.1 10.6 0.0
Incr Delay (d2), s/veh 0.1 10.3 17.4 0.0 0.6 2.8 0.0 51.2 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.5 16.5 18.5 0.0 0.2 0.7 0.4 55.9 0.0
LnGrp Delay(d),s/veh 36.7 57.7 64.7 0.0 0.6 2.8 10.1 61.7 0.0
LnGrp LOS D E E A A B F
Approach Vol, veh/h 1341 1441 2525
Approach Delay, s/veh 59.2 1.5 61.2
Approach LOS E A E
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 6.5 85.8 43.7 92.3
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 7.5 71.0 41.0 83.0
Max Q Clear Time (g_c+I1), s 2.9 2.0 34.7 88.3
Green Ext Time (p_c), s 0.0 49.5 3.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 44.5
HCM 2010 LOS D

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 8
49: Church St & Washington St AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 128 181 34 195 177 62 0 1233 160 47 1561 130
Future Volume (veh/h) 128 181 34 195 177 62 0 1233 160 47 1561 130
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1776 1845 1845 1845 1792 1863 0 1845 1900 1863 1863 1900
Adj Flow Rate, veh/h 131 185 35 199 181 63 0 1258 163 48 1593 133
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 7 3 3 3 6 2 0 3 0 2 2 0
Cap, veh/h 184 235 195 191 229 197 0 2266 1042 257 2463 1121
Arrive On Green 0.06 0.13 0.13 0.06 0.13 0.13 0.00 0.65 0.65 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1529 1757 1792 1547 0 3597 1611 1774 3539 1612
Grp Volume(v), veh/h 131 185 35 199 181 63 0 1258 163 48 1593 133
Grp Sat Flow(s),veh/h/ln 1691 1845 1529 1757 1792 1547 0 1752 1611 1774 1770 1612
Q Serve(g_s), s 8.0 13.2 2.8 8.0 13.3 5.0 0.0 26.9 5.4 1.2 0.0 0.0
Cycle Q Clear(g_c), s 8.0 13.2 2.8 8.0 13.3 5.0 0.0 26.9 5.4 1.2 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 184 235 195 191 229 197 0 2266 1042 257 2463 1121
V/C Ratio(X) 0.71 0.79 0.18 1.04 0.79 0.32 0.00 0.56 0.16 0.19 0.65 0.12
Avail Cap(c_a), veh/h 184 488 405 191 474 410 0 2266 1042 326 2463 1121
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.77 0.77 0.77
Uniform Delay (d), s/veh 51.3 57.5 53.0 56.1 57.6 53.9 0.0 13.2 9.4 10.4 0.0 0.0
Incr Delay (d2), s/veh 10.4 5.7 0.4 76.6 6.0 0.9 0.0 1.0 0.3 0.1 1.0 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.7 7.1 1.2 7.4 7.0 2.2 0.0 13.2 2.5 0.6 0.3 0.1
LnGrp Delay(d),s/veh 61.7 63.2 53.4 132.7 63.6 54.9 0.0 14.2 9.8 10.5 1.0 0.2
LnGrp LOS E E D F E D B A B A A
Approach Vol, veh/h 351 443 1421 1774
Approach Delay, s/veh 61.7 93.4 13.7 1.2
Approach LOS E F B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.7 93.9 12.0 23.4 100.6 12.0 23.4
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 36.0 76.0 8.0 36.0
Max Q Clear Time (g_c+I1), s 3.2 28.9 10.0 15.2 2.0 10.0 15.3
Green Ext Time (p_c), s 0.0 21.8 0.0 1.4 30.9 0.0 1.4
Intersection Summary
HCM 2010 Ctrl Delay 21.2
HCM 2010 LOS C

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 9
50: Church St & University Ridge AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 206 91 21 49 168 67 85 1247 24 50 1130 321
Future Volume (veh/h) 206 91 21 49 168 67 85 1247 24 50 1130 321
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1881 1900 1900 1871 1900 1881 1846 1900 1792 1845 1863
Adj Flow Rate, veh/h 215 95 22 51 175 70 89 1299 25 52 1177 334
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 1 0 0 1 1 1 3 3 6 3 2
Cap, veh/h 303 500 506 223 285 110 243 1754 34 67 1717 916
Arrive On Green 0.09 0.27 0.27 0.11 0.11 0.11 0.05 0.50 0.50 0.04 0.49 0.49
Sat Flow, veh/h 3408 1881 1613 1292 2508 966 1792 3519 68 1707 3505 1582
Grp Volume(v), veh/h 215 95 22 51 122 123 89 647 677 52 1177 334
Grp Sat Flow(s),veh/h/ln 1704 1881 1613 1292 1777 1697 1792 1753 1834 1707 1752 1582
Q Serve(g_s), s 5.8 3.7 0.9 3.4 6.2 6.5 2.3 27.7 27.7 2.8 24.3 10.6
Cycle Q Clear(g_c), s 5.8 3.7 0.9 3.4 6.2 6.5 2.3 27.7 27.7 2.8 24.3 10.6
Prop In Lane 1.00 1.00 1.00 0.57 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 303 500 506 223 202 193 243 874 914 67 1717 916
V/C Ratio(X) 0.71 0.19 0.04 0.23 0.60 0.64 0.37 0.74 0.74 0.77 0.69 0.36
Avail Cap(c_a), veh/h 867 1097 1018 419 471 450 613 874 914 326 1717 916
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 41.8 26.8 22.5 38.6 39.8 39.9 14.8 18.8 18.8 44.9 18.5 10.6
Incr Delay (d2), s/veh 3.1 0.2 0.0 0.5 2.9 3.5 0.9 5.6 5.4 16.8 2.2 1.1
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.8 1.9 0.4 1.3 3.2 3.3 1.2 14.7 15.3 1.7 12.3 4.9
LnGrp Delay(d),s/veh 44.9 26.9 22.5 39.1 42.7 43.4 15.7 24.4 24.2 61.7 20.7 11.7
LnGrp LOS D C C D D D B C C E C B
Approach Vol, veh/h 332 296 1413 1563
Approach Delay, s/veh 38.2 42.4 23.8 20.2
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.5 52.7 14.4 16.7 9.7 53.5 31.1
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 4.3 26.3 7.8 8.5 4.8 29.7 5.7
Green Ext Time (p_c), s 0.2 12.8 0.6 2.0 0.1 14.8 2.4
Intersection Summary
HCM 2010 Ctrl Delay 25.1
HCM 2010 LOS C

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 10
51: Church St & Haynie St/Pearl Ave AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 31 58 2 46 90 14 14 1345 33 15 1130 39
Future Volume (veh/h) 31 58 2 46 90 14 14 1345 33 15 1130 39
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1727 1864 1900 1827 1868 1900 1900 1843 1900 1681 1843 1900
Adj Flow Rate, veh/h 32 60 2 48 94 15 15 1401 34 16 1177 41
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 10 2 2 4 2 2 0 3 3 13 3 3
Cap, veh/h 204 235 8 246 206 33 353 2374 58 269 2346 82
Arrive On Green 0.13 0.13 0.13 0.13 0.13 0.13 0.68 0.68 0.68 0.68 0.68 0.68
Sat Flow, veh/h 1184 1793 60 1307 1572 251 466 3495 85 335 3453 120
Grp Volume(v), veh/h 32 0 62 48 0 109 15 701 734 16 597 621
Grp Sat Flow(s),veh/h/ln 1184 0 1853 1307 0 1823 466 1751 1828 335 1751 1822
Q Serve(g_s), s 1.6 0.0 1.9 2.2 0.0 3.5 1.0 13.6 13.6 1.7 10.5 10.5
Cycle Q Clear(g_c), s 5.1 0.0 1.9 4.1 0.0 3.5 11.5 13.6 13.6 15.3 10.5 10.5
Prop In Lane 1.00 0.03 1.00 0.14 1.00 0.05 1.00 0.07
Lane Grp Cap(c), veh/h 204 0 243 246 0 239 353 1190 1242 269 1190 1238
V/C Ratio(X) 0.16 0.00 0.26 0.20 0.00 0.46 0.04 0.59 0.59 0.06 0.50 0.50
Avail Cap(c_a), veh/h 535 0 761 611 0 749 353 1190 1242 269 1190 1238
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.8 0.0 24.7 26.6 0.0 25.4 7.7 5.4 5.4 9.5 4.9 4.9
Incr Delay (d2), s/veh 0.4 0.0 0.5 0.4 0.0 1.4 0.2 2.1 2.1 0.4 1.5 1.5
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.0 1.0 0.8 0.0 1.8 0.2 7.1 7.4 0.2 5.5 5.7
LnGrp Delay(d),s/veh 28.1 0.0 25.3 26.9 0.0 26.8 8.0 7.6 7.5 10.0 6.4 6.4
LnGrp LOS C C C C A A A A A A
Approach Vol, veh/h 94 157 1450 1234
Approach Delay, s/veh 26.2 26.8 7.5 6.5
Approach LOS C C A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 14.3 49.0 14.3
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 17.3 6.1 15.6 7.1
Green Ext Time (p_c), s 20.6 1.1 21.6 1.1
Intersection Summary
HCM 2010 Ctrl Delay 8.7
HCM 2010 LOS A

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 11
54: Cleveland St & University Ridge AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 35 32 73 3 59 13 135 189 4 2 71 66
Future Volume (veh/h) 35 32 73 3 59 13 135 189 4 2 71 66
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 0.99 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1863 1900 1900 1900 1900 1900 1881 1900 1900 1881 1900
Adj Flow Rate, veh/h 39 36 81 3 66 14 150 210 4 2 79 73
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 0 0 0 1 1 1 0 0 0
Cap, veh/h 133 77 129 79 233 48 451 594 10 75 548 495
Arrive On Green 0.16 0.16 0.16 0.16 0.16 0.16 0.60 0.60 0.60 0.60 0.60 0.60
Sat Flow, veh/h 271 496 828 24 1499 309 578 985 17 3 908 821
Grp Volume(v), veh/h 156 0 0 83 0 0 364 0 0 154 0 0
Grp Sat Flow(s),veh/h/ln 1595 0 0 1832 0 0 1581 0 0 1733 0 0
Q Serve(g_s), s 2.1 0.0 0.0 0.0 0.0 0.0 2.4 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.4 0.0 0.0 2.0 0.0 0.0 5.3 0.0 0.0 1.9 0.0 0.0
Prop In Lane 0.25 0.52 0.04 0.17 0.41 0.01 0.01 0.47
Lane Grp Cap(c), veh/h 339 0 0 360 0 0 1056 0 0 1118 0 0
V/C Ratio(X) 0.46 0.00 0.00 0.23 0.00 0.00 0.34 0.00 0.00 0.14 0.00 0.00
Avail Cap(c_a), veh/h 877 0 0 989 0 0 1056 0 0 1118 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.6 0.0 0.0 18.6 0.0 0.0 4.9 0.0 0.0 4.3 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 0.9 0.0 0.0 0.3 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.1 0.0 0.0 1.0 0.0 0.0 2.7 0.0 0.0 1.0 0.0 0.0
LnGrp Delay(d),s/veh 20.5 0.0 0.0 18.9 0.0 0.0 5.8 0.0 0.0 4.6 0.0 0.0
LnGrp LOS C B A A
Approach Vol, veh/h 156 83 364 154
Approach Delay, s/veh 20.5 18.9 5.8 4.6
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 13.7 36.0 13.7
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 3.9 4.0 7.3 6.4
Green Ext Time (p_c), s 3.5 1.3 3.4 1.3
Intersection Summary
HCM 2010 Ctrl Delay 10.0
HCM 2010 LOS B

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 12
219: Augusta St/Augusta St & Field St AM Peak Hour
University Ridge TIS 2018 Existing

Movement EBL EBR NBL NBT SBT SBR


Lane Configurations
Traffic Volume (veh/h) 17 47 76 427 383 19
Future Volume (veh/h) 17 47 76 427 383 19
Number 3 18 1 6 2 12
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Adj Sat Flow, veh/h/ln 1900 1900 1810 1845 1860 1900
Adj Flow Rate, veh/h 19 53 86 485 435 22
Adj No. of Lanes 0 0 1 1 1 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 0 0 5 3 2 2
Cap, veh/h 25 69 762 1539 1316 67
Arrive On Green 0.06 0.06 0.83 0.83 0.83 0.83
Sat Flow, veh/h 433 1209 904 1845 1578 80
Grp Volume(v), veh/h 73 0 86 485 0 457
Grp Sat Flow(s),veh/h/ln 1665 0 904 1845 0 1658
Q Serve(g_s), s 4.8 0.0 2.6 6.5 0.0 6.9
Cycle Q Clear(g_c), s 4.8 0.0 9.6 6.5 0.0 6.9
Prop In Lane 0.26 0.73 1.00 0.05
Lane Grp Cap(c), veh/h 95 0 762 1539 0 1383
V/C Ratio(X) 0.77 0.00 0.11 0.32 0.00 0.33
Avail Cap(c_a), veh/h 363 0 762 1539 0 1383
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 51.2 0.0 3.2 2.1 0.0 2.1
Incr Delay (d2), s/veh 17.0 0.0 0.3 0.5 0.0 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.6 0.0 0.7 3.5 0.0 3.3
LnGrp Delay(d),s/veh 68.2 0.0 3.5 2.6 0.0 2.7
LnGrp LOS E A A A
Approach Vol, veh/h 73 571 457
Approach Delay, s/veh 68.2 2.7 2.7
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 97.7 97.7 12.3
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 74.0 74.0 24.0
Max Q Clear Time (g_c+I1), s 8.9 11.6 6.8
Green Ext Time (p_c), s 13.4 13.3 0.2
Intersection Summary
HCM 2010 Ctrl Delay 7.1
HCM 2010 LOS A
Notes

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 13
27: Augusta St /Augusta St & Driveway/University St AM Peak Hour
University Ridge TIS 2018 Existing

Intersection
Int Delay, s/veh 1.6
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 31 8 384 48 116 397 10
Future Vol, veh/h 1 0 2 5 1 31 8 384 48 116 397 10
Conflicting Peds, #/hr 4 0 2 2 0 4 2 0 8 8 0 2
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 33 9 413 52 125 427 11

Major/Minor Minor2 Minor1 Major1 Major2


Conflicting Flow All 1144 1174 436 1149 1153 451 440 0 0 473 0 0
Stage 1 684 684 - 464 464 - - - - - - -
Stage 2 460 490 - 685 689 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.5 6.5 6.27 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.86 4 3.363 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 179 193 625 148 199 598 1131 - - 1099 - -
Stage 1 442 452 - 512 567 - - - - - - -
Stage 2 585 552 - 382 450 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 147 161 623 128 166 591 1129 - - 1095 - -
Mov Cap-2 Maneuver 147 161 - 128 166 - - - - - - -
Stage 1 436 383 - 503 556 - - - - - - -
Stage 2 543 542 - 323 381 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s 17.1 15.1 0.1 1.9
HCM LOS C C

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 1129 - - 300 133 591 1095 - -
HCM Lane V/C Ratio 0.008 - - 0.011 0.049 0.056 0.114 - -
HCM Control Delay (s) 8.2 0 - 17.1 33.4 11.5 8.7 0 -
HCM Lane LOS A A - C D B A A -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0.2 0.4 - -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 1
31: Augusta St & Bradshaw Street AM Peak Hour
University Ridge TIS 2018 Existing

Intersection
Int Delay, s/veh 1.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 30 52 449 62 48 385
Future Vol, veh/h 30 52 449 62 48 385
Conflicting Peds, #/hr 0 0 0 4 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 3 0 3 3 2 2
Mvmt Flow 34 59 510 70 55 438

Major/Minor Minor1 Major1 Major2


Conflicting Flow All 1096 549 0 0 585 0
Stage 1 549 - - - - -
Stage 2 547 - - - - -
Critical Hdwy 6.43 6.2 - - 4.12 -
Critical Hdwy Stg 1 5.43 - - - - -
Critical Hdwy Stg 2 5.43 - - - - -
Follow-up Hdwy 3.527 3.3 - - 2.218 -
Pot Cap-1 Maneuver 235 539 - - 990 -
Stage 1 577 - - - - -
Stage 2 578 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 221 537 - - 990 -
Mov Cap-2 Maneuver 424 - - - - -
Stage 1 575 - - - - -
Stage 2 546 - - - - -

Approach WB NB SB
HCM Control Delay, s 14.1 0 1
HCM LOS B

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT


Capacity (veh/h) - - 489 990 -
HCM Lane V/C Ratio - - 0.191 0.055 -
HCM Control Delay (s) - - 14.1 8.8 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.7 0.2 -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 2
33: Augusta St & Harris St AM Peak Hour
University Ridge TIS 2018 Existing

Intersection
Int Delay, s/veh 2.7
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 48 72 587 173 155 588
Future Vol, veh/h 48 72 587 173 155 588
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 3 3 0 0 2
Mvmt Flow 52 77 631 186 167 632

Major/Minor Minor1 Major1 Major2


Conflicting Flow All 1697 731 0 0 824 0
Stage 1 731 - - - - -
Stage 2 966 - - - - -
Critical Hdwy 6.4 6.23 - - 4.1 -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.327 - - 2.2 -
Pot Cap-1 Maneuver 103 420 - - 815 -
Stage 1 480 - - - - -
Stage 2 372 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 81 417 - - 815 -
Mov Cap-2 Maneuver 248 - - - - -
Stage 1 477 - - - - -
Stage 2 296 - - - - -

Approach WB NB SB
HCM Control Delay, s 22.9 0 2.2
HCM LOS C

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT


Capacity (veh/h) - - 328 815 -
HCM Lane V/C Ratio - - 0.393 0.204 -
HCM Control Delay (s) - - 22.9 10.5 -
HCM Lane LOS - - C B -
HCM 95th %tile Q(veh) - - 1.8 0.8 -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 3
35: Augusta St & Claussen Ave AM Peak Hour
University Ridge TIS 2018 Existing

Intersection
Int Delay, s/veh 0.4
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 21 8 759 3 10 619
Future Vol, veh/h 21 8 759 3 10 619
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 0 3 0 0 1
Mvmt Flow 22 8 799 3 11 652

Major/Minor Minor1 Major1 Major2


Conflicting Flow All 1481 808 0 0 809 0
Stage 1 808 - - - - -
Stage 2 673 - - - - -
Critical Hdwy 6.4 6.2 - - 4.1 -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 139 384 - - 825 -
Stage 1 442 - - - - -
Stage 2 511 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 136 381 - - 825 -
Mov Cap-2 Maneuver 339 - - - - -
Stage 1 439 - - - - -
Stage 2 504 - - - - -

Approach WB NB SB
HCM Control Delay, s 16.3 0 0.1
HCM LOS C

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT


Capacity (veh/h) - - 350 825 -
HCM Lane V/C Ratio - - 0.087 0.013 -
HCM Control Delay (s) - - 16.3 9.4 -
HCM Lane LOS - - C A -
HCM 95th %tile Q(veh) - - 0.3 0 -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 4
37: Augusta St & Driveway/Thruston Ave AM Peak Hour
University Ridge TIS 2018 Existing

Intersection
Int Delay, s/veh 0.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 3 13 0 6 24 759 52 3 609 29
Future Vol, veh/h 0 0 3 13 0 6 24 759 52 3 609 29
Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 2 2 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 13 0 6 25 782 54 3 628 30

Major/Minor Minor2 Minor1 Major1 Major2


Conflicting Flow All 1511 1537 644 1513 1525 811 658 0 0 838 0 0
Stage 1 649 649 - 861 861 - - - - - - -
Stage 2 862 888 - 652 664 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 100 117 476 99 119 383 939 - - 805 - -
Stage 1 462 469 - 353 375 - - - - - - -
Stage 2 353 365 - 460 461 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 96 113 476 96 115 382 938 - - 805 - -
Mov Cap-2 Maneuver 96 113 - 96 115 - - - - - - -
Stage 1 450 467 - 343 364 - - - - - - -
Stage 2 338 355 - 455 459 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s 12.6 38.8 0.3 0
HCM LOS B E

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 938 - - 476 126 805 - -
HCM Lane V/C Ratio 0.026 - - 0.006 0.155 0.004 - -
HCM Control Delay (s) 8.9 - - 12.6 38.8 9.5 - -
HCM Lane LOS A - - B E A - -
HCM 95th %tile Q(veh) 0.1 - - 0 0.5 0 - -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 5
40: Augusta St & Augusta Walk/Haynie St AM Peak Hour
University Ridge TIS 2018 Existing

Intersection
Int Delay, s/veh 1.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 138 2 832 4 77 652 0
Future Vol, veh/h 0 0 0 1 0 138 2 832 4 77 652 0
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 2 2 0 1
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 148 2 895 4 83 701 0

Major/Minor Minor2 Minor1 Major1 Major2


Conflicting Flow All 1320 1773 702 1770 1771 451 702 0 0 901 0 0
Stage 1 868 868 - 903 903 - - - - - - -
Stage 2 452 905 - 867 868 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.945 4.1 - - 4.175 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3285 2.2 - - 2.2475 - -
Pot Cap-1 Maneuver 126 84 442 60 84 554 905 - - 737 - -
Stage 1 350 372 - 303 359 - - - - - - -
Stage 2 562 358 - 350 372 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 84 74 442 55 74 553 905 - - 737 - -
Mov Cap-2 Maneuver 84 74 - 55 74 - - - - - - -
Stage 1 348 330 - 301 357 - - - - - - -
Stage 2 410 356 - 311 330 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s 0 14.7 0 1.1
HCM LOS A B

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 905 - - - 519 737 - -
HCM Lane V/C Ratio 0.002 - - - 0.288 0.112 - -
HCM Control Delay (s) 9 0 - 0 14.7 10.5 - -
HCM Lane LOS A A - A B B - -
HCM 95th %tile Q(veh) 0 - - - 1.2 0.4 - -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 6
59: Haynie St & Howe St AM Peak Hour
University Ridge TIS 2018 Existing

Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 6 104 135 23 12 9
Future Vol, veh/h 6 104 135 23 12 9
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 3 1 0 12 9
Mvmt Flow 6 109 142 24 13 9

Major/Minor Major1 Major2 Minor2


Conflicting Flow All 166 0 - 0 276 154
Stage 1 - - - - 154 -
Stage 2 - - - - 122 -
Critical Hdwy 4.1 - - - 6.92 6.49
Critical Hdwy Stg 1 - - - - 5.92 -
Critical Hdwy Stg 2 - - - - 5.92 -
Follow-up Hdwy 2.2 - - - 3.608 3.381
Pot Cap-1 Maneuver 1424 - - - 672 866
Stage 1 - - - - 836 -
Stage 2 - - - - 867 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1424 - - - 669 866
Mov Cap-2 Maneuver - - - - 669 -
Stage 1 - - - - 836 -
Stage 2 - - - - 864 -

Approach EB WB SB
HCM Control Delay, s 0.4 0 10
HCM LOS B

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1


Capacity (veh/h) 1424 - - - 741
HCM Lane V/C Ratio 0.004 - - - 0.03
HCM Control Delay (s) 7.5 0 - - 10
HCM Lane LOS A A - - B
HCM 95th %tile Q(veh) 0 - - - 0.1

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 7
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 27: Augusta St /Augusta St & Driveway/University St


Movement EB WB WB NB SB
Directions Served LTR LT R LTR LTR
Maximum Queue (ft) 31 57 74 88 253
Average Queue (ft) 3 5 23 8 66
95th Queue (ft) 19 30 54 43 156
Link Distance (ft) 208 655 699 354
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 75
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 0

Intersection: 31: Augusta St & Bradshaw Street


Movement WB SB SB
Directions Served LR L T
Maximum Queue (ft) 88 56 174
Average Queue (ft) 38 15 38
95th Queue (ft) 71 43 125
Link Distance (ft) 377 270
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 50
Storage Blk Time (%) 0 5
Queuing Penalty (veh) 1 3

Intersection: 33: Augusta St & Harris St


Movement WB NB SB SB
Directions Served LR TR L T
Maximum Queue (ft) 171 33 72 213
Average Queue (ft) 69 6 42 18
95th Queue (ft) 140 23 69 104
Link Distance (ft) 334 210 280
Upstream Blk Time (%) 0
Queuing Penalty (veh) 1
Storage Bay Dist (ft) 50
Storage Blk Time (%) 7
Queuing Penalty (veh) 41

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 1
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 35: Augusta St & Claussen Ave


Movement WB NB SB SB
Directions Served LR TR L T
Maximum Queue (ft) 74 34 31 124
Average Queue (ft) 23 3 6 19
95th Queue (ft) 54 21 27 80
Link Distance (ft) 484 89 210
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 50
Storage Blk Time (%) 0 2
Queuing Penalty (veh) 0 0

Intersection: 37: Augusta St & Driveway/Thruston Ave


Movement EB WB NB NB SB SB
Directions Served LTR LTR L TR L TR
Maximum Queue (ft) 29 52 52 63 30 99
Average Queue (ft) 1 14 13 2 1 41
95th Queue (ft) 10 43 40 28 12 109
Link Distance (ft) 167 789 189 89
Upstream Blk Time (%) 4
Queuing Penalty (veh) 24
Storage Bay Dist (ft) 50 50
Storage Blk Time (%) 1 0 0 7
Queuing Penalty (veh) 7 0 0 0

Intersection: 40: Augusta St & Augusta Walk/Haynie St


Movement WB NB NB SB
Directions Served LTR LT TR L
Maximum Queue (ft) 106 60 33 100
Average Queue (ft) 44 7 2 27
95th Queue (ft) 86 36 17 65
Link Distance (ft) 509 233 233 194
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 2
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 59: Haynie St & Howe St


Movement SB
Directions Served LR
Maximum Queue (ft) 58
Average Queue (ft) 16
95th Queue (ft) 48
Link Distance (ft) 365
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

Zone Summary
Zone wide Queuing Penalty: 77

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 3
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 24: Augusta St /Augusta St & Dunbar St


Movement EB EB NB NB SB
Directions Served L R L T TR
Maximum Queue (ft) 242 222 215 116 210
Average Queue (ft) 141 105 135 43 169
95th Queue (ft) 225 190 217 93 241
Link Distance (ft) 584 584 194 194 189
Upstream Blk Time (%) 3 11
Queuing Penalty (veh) 16 67
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

Intersection: 26: Augusta St/River Street & Main Street


Movement EB EB WB WB NB NB SB SB
Directions Served L TR L TR T R T R
Maximum Queue (ft) 54 171 75 133 276 190 358 115
Average Queue (ft) 29 58 35 41 143 32 216 51
95th Queue (ft) 61 122 69 94 237 139 332 131
Link Distance (ft) 946 951 354 431
Upstream Blk Time (%) 0
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 30 50 140 90
Storage Blk Time (%) 7 34 7 7 8 37 0
Queuing Penalty (veh) 8 18 5 5 6 18 0

Intersection: 28: Augusta St & Vardry St


Movement EB EB NB NB SB
Directions Served L R L T TR
Maximum Queue (ft) 135 211 195 197 139
Average Queue (ft) 64 79 88 72 113
95th Queue (ft) 118 160 156 145 168
Link Distance (ft) 280 122
Upstream Blk Time (%) 0 13
Queuing Penalty (veh) 0 53
Storage Bay Dist (ft) 110 800 200
Storage Blk Time (%) 3 1
Queuing Penalty (veh) 10 2

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 1
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 42: Mills Ave./Church St & Augusta St /Augusta St.


Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T TR L T TR L T TR L L T
Maximum Queue (ft) 48 174 202 141 342 424 225 885 861 172 202 298
Average Queue (ft) 12 75 104 39 181 248 197 512 485 88 106 154
95th Queue (ft) 38 148 189 93 295 381 282 795 774 158 181 263
Link Distance (ft) 1308 1308 713 713 1468 1468 1757
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 160 190 175 325 325
Storage Blk Time (%) 0 5 16 55 0
Queuing Penalty (veh) 0 4 83 110 0

Intersection: 42: Mills Ave./Church St & Augusta St /Augusta St.


Movement SB
Directions Served TR
Maximum Queue (ft) 325
Average Queue (ft) 168
95th Queue (ft) 274
Link Distance (ft) 1757
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

Intersection: 43: Church St & Beattie Pl


Movement WB WB WB WB WB NB NB NB SB SB
Directions Served L LT T T TR L T T T TR
Maximum Queue (ft) 428 429 343 222 236 308 259 293 195 218
Average Queue (ft) 248 261 135 130 126 216 158 158 165 176
95th Queue (ft) 371 379 222 198 198 327 234 248 217 219
Link Distance (ft) 781 781 781 781 781 300 300 300 174 174
Upstream Blk Time (%) 4 0 8 10
Queuing Penalty (veh) 13 0 49 65
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 2
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 45: Church St & E North St


Movement EB EB EB EB NB NB NB SB SB SB
Directions Served L T T TR T T R L T T
Maximum Queue (ft) 347 494 461 395 262 281 190 56 402 422
Average Queue (ft) 67 378 316 234 129 113 118 15 353 366
95th Queue (ft) 232 494 424 342 215 235 212 44 454 476
Link Distance (ft) 463 463 463 310 310 300 300 300
Upstream Blk Time (%) 0 3 0 0 0 18 23
Queuing Penalty (veh) 0 0 0 0 0 125 154
Storage Bay Dist (ft) 440 140
Storage Blk Time (%) 4 3 7
Queuing Penalty (veh) 2 18 30

Intersection: 49: Church St & Washington St


Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T R L T R T T R L T T
Maximum Queue (ft) 210 232 47 250 472 66 390 452 93 88 96 112
Average Queue (ft) 103 130 15 170 166 23 165 198 29 30 38 54
95th Queue (ft) 184 211 38 275 337 55 327 366 67 69 83 101
Link Distance (ft) 527 665 1845 1845 237 237
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250 250 200 325 530 130
Storage Blk Time (%) 0 0 19 2 0
Queuing Penalty (veh) 0 0 45 5 0

Intersection: 49: Church St & Washington St


Movement SB
Directions Served R
Maximum Queue (ft) 51
Average Queue (ft) 11
95th Queue (ft) 34
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 130
Storage Blk Time (%)
Queuing Penalty (veh)

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 3
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 50: Church St & University Ridge


Movement EB EB EB EB WB WB WB NB NB NB SB SB
Directions Served L L T R L T TR L T TR L T
Maximum Queue (ft) 118 116 126 44 72 132 145 222 417 413 174 301
Average Queue (ft) 36 59 39 12 25 63 76 59 230 245 40 171
95th Queue (ft) 85 103 86 36 60 113 125 208 396 414 127 278
Link Distance (ft) 1490 777 777 1025 1025 1149
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 200 200 750 190 250 150
Storage Blk Time (%) 0 7 0 11
Queuing Penalty (veh) 0 6 0 6

Intersection: 50: Church St & University Ridge


Movement SB SB
Directions Served T R
Maximum Queue (ft) 333 272
Average Queue (ft) 175 44
95th Queue (ft) 283 173
Link Distance (ft) 1149
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 250
Storage Blk Time (%) 1 0
Queuing Penalty (veh) 4 0

Intersection: 51: Church St & Haynie St/Pearl Ave


Movement EB EB WB WB NB NB NB SB SB SB
Directions Served L TR L TR L T TR L T TR
Maximum Queue (ft) 74 123 85 154 72 255 269 75 297 300
Average Queue (ft) 16 42 28 54 4 110 125 9 124 127
95th Queue (ft) 52 89 65 98 35 224 245 44 257 259
Link Distance (ft) 543 1009 1757 1757 1025 1025
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 50 90 150 150
Storage Blk Time (%) 1 9 0 2 2 4
Queuing Penalty (veh) 1 3 0 1 0 1

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 4
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2018 Existing

Intersection: 54: Cleveland St & University Ridge


Movement EB WB NB SB
Directions Served LTR LTR LTR LTR
Maximum Queue (ft) 141 74 172 73
Average Queue (ft) 52 37 69 31
95th Queue (ft) 94 71 134 63
Link Distance (ft) 777 556 706 616
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

Intersection: 219: Augusta St/Augusta St & Field St


Movement EB NB NB SB
Directions Served LR L T TR
Maximum Queue (ft) 79 113 167 160
Average Queue (ft) 37 31 49 42
95th Queue (ft) 72 75 124 118
Link Distance (ft) 493 270 699
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 100
Storage Blk Time (%) 0 1
Queuing Penalty (veh) 0 1

Zone Summary
Zone wide Queuing Penalty: 938

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamex.syn SimTraffic Report


GGS 042219 Page 5
24: Augusta St /Augusta St & Dunbar St AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBR NBL NBT SBT SBR


Lane Configurations
Traffic Volume (veh/h) 222 205 370 681 589 101
Future Volume (veh/h) 222 205 370 681 589 101
Number 3 18 1 6 2 12
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1810 1827 1863 1868 1900
Adj Flow Rate, veh/h 231 214 385 709 614 105
Adj No. of Lanes 1 1 1 1 1 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 5 4 2 2 2
Cap, veh/h 264 397 677 1380 917 157
Arrive On Green 0.15 0.15 0.11 0.74 1.00 1.00
Sat Flow, veh/h 1757 1538 1740 1863 1550 265
Grp Volume(v), veh/h 231 214 385 709 0 719
Grp Sat Flow(s),veh/h/ln 1757 1538 1740 1863 0 1815
Q Serve(g_s), s 14.2 13.2 8.8 17.5 0.0 0.0
Cycle Q Clear(g_c), s 14.2 13.2 8.8 17.5 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.15
Lane Grp Cap(c), veh/h 264 397 677 1380 0 1074
V/C Ratio(X) 0.87 0.54 0.57 0.51 0.00 0.67
Avail Cap(c_a), veh/h 319 446 845 1380 0 1074
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 45.7 35.1 5.7 6.0 0.0 0.0
Incr Delay (d2), s/veh 17.8 0.4 0.8 0.5 0.0 3.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 8.2 5.7 4.2 9.0 0.0 1.0
LnGrp Delay(d),s/veh 63.5 35.6 6.4 6.4 0.0 3.3
LnGrp LOS E D A A A
Approach Vol, veh/h 445 1094 719
Approach Delay, s/veh 50.1 6.4 3.3
Approach LOS D A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 6 8
Phs Duration (G+Y+Rc), s 16.4 71.1 87.5 22.5
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 22.5 51.0 78.0 20.0
Max Q Clear Time (g_c+I1), s 10.8 2.0 19.5 16.2
Green Ext Time (p_c), s 1.1 19.2 20.3 0.4
Intersection Summary
HCM 2010 Ctrl Delay 14.0
HCM 2010 LOS B

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 1
26: Augusta St/River Street & Main Street AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 55 90 35 70 61 8 0 366 80 0 467 54
Future Volume (veh/h) 55 90 35 70 61 8 0 366 80 0 467 54
Number 7 4 14 3 8 18 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.93 1.00 0.99 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1724 1900 1845 1790 1900 0 1845 1900 0 1863 1792
Adj Flow Rate, veh/h 60 99 0 77 67 9 0 402 88 0 513 59
Adj No. of Lanes 1 1 0 1 1 0 0 1 1 0 1 1
Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91
Percent Heavy Veh, % 2 13 13 3 7 7 0 3 0 0 2 6
Cap, veh/h 409 398 0 405 353 47 0 568 492 0 573 464
Arrive On Green 0.23 0.23 0.00 0.23 0.23 0.23 0.00 0.31 0.31 0.00 0.31 0.31
Sat Flow, veh/h 1774 1724 0 1757 1529 205 0 1845 1599 0 1863 1509
Grp Volume(v), veh/h 60 99 0 77 0 76 0 402 88 0 513 59
Grp Sat Flow(s),veh/h/ln 1774 1724 0 1757 0 1734 0 1845 1599 0 1863 1509
Q Serve(g_s), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 15.0 3.1 0.0 20.5 2.2
Cycle Q Clear(g_c), s 2.1 3.7 0.0 2.8 0.0 2.8 0.0 15.0 3.1 0.0 20.5 2.2
Prop In Lane 1.00 0.00 1.00 0.12 0.00 1.00 0.00 1.00
Lane Grp Cap(c), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
V/C Ratio(X) 0.15 0.25 0.00 0.19 0.00 0.19 0.00 0.71 0.18 0.00 0.90 0.13
Avail Cap(c_a), veh/h 409 398 0 405 0 400 0 568 492 0 573 464
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 0.00 1.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00
Uniform Delay (d), s/veh 23.9 24.5 0.0 24.1 0.0 24.1 0.0 23.9 19.8 0.0 25.8 19.5
Incr Delay (d2), s/veh 0.8 1.5 0.0 1.0 0.0 1.1 0.0 7.3 0.8 0.0 19.1 0.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.1 1.9 0.0 1.4 0.0 1.4 0.0 8.7 1.5 0.0 13.6 1.0
LnGrp Delay(d),s/veh 24.6 26.0 0.0 25.2 0.0 25.2 0.0 31.2 20.6 0.0 44.9 20.0
LnGrp LOS C C C C C C D C
Approach Vol, veh/h 159 153 490 572
Approach Delay, s/veh 25.5 25.2 29.3 42.3
Approach LOS C C C D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 30.0 24.0 30.0 24.0
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 24.0 18.0 24.0 18.0
Max Q Clear Time (g_c+I1), s 0.0 0.0 0.0 0.0
Green Ext Time (p_c), s 0.0 0.0 0.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 33.8
HCM 2010 LOS C

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 2
28: Augusta St & Vardry St AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 116 0 412 0 0 0 290 427 0 0 395 54
Future Volume (veh/h) 116 0 412 0 0 0 290 427 0 0 395 54
Number 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.75 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1881 1863 1900 1881 1827 0 0 1867 1900
Adj Flow Rate, veh/h 123 0 438 309 454 0 0 420 57
Adj No. of Lanes 1 1 1 1 1 0 0 1 0
Peak Hour Factor 0.94 0.92 0.94 0.94 0.94 0.92 0.92 0.94 0.94
Percent Heavy Veh, % 1 2 0 1 4 0 0 2 2
Cap, veh/h 383 398 414 748 1262 0 0 889 121
Arrive On Green 0.21 0.00 0.21 0.10 0.69 0.00 0.00 1.00 1.00
Sat Flow, veh/h 1792 1863 1211 1792 1827 0 0 1605 218
Grp Volume(v), veh/h 123 0 438 309 454 0 0 0 477
Grp Sat Flow(s),veh/h/ln 1792 1863 1211 1792 1827 0 0 0 1822
Q Serve(g_s), s 6.4 0.0 23.5 7.6 11.2 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 6.4 0.0 23.5 7.6 11.2 0.0 0.0 0.0 0.0
Prop In Lane 1.00 1.00 1.00 0.00 0.00 0.12
Lane Grp Cap(c), veh/h 383 398 414 748 1262 0 0 0 1009
V/C Ratio(X) 0.32 0.00 1.06 0.41 0.36 0.00 0.00 0.00 0.47
Avail Cap(c_a), veh/h 383 398 414 1040 1262 0 0 0 1009
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 1.00 0.00 0.00 0.00 1.00
Uniform Delay (d), s/veh 36.5 0.0 39.1 7.3 7.0 0.0 0.0 0.0 0.0
Incr Delay (d2), s/veh 0.5 0.0 60.5 0.4 0.2 0.0 0.0 0.0 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.2 0.0 28.2 3.7 5.6 0.0 0.0 0.0 0.4
LnGrp Delay(d),s/veh 37.0 0.0 99.6 7.7 7.2 0.0 0.0 0.0 1.6
LnGrp LOS D F A A A
Approach Vol, veh/h 561 763 477
Approach Delay, s/veh 85.9 7.4 1.6
Approach LOS F A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 15.1 66.9 28.0 82.0
Change Period (Y+Rc), s 4.5 6.0 4.5 6.0
Max Green Setting (Gmax), s 28.5 43.0 23.5 76.0
Max Q Clear Time (g_c+I1), s 9.6 2.0 25.5 13.2
Green Ext Time (p_c), s 1.0 7.4 0.0 7.6
Intersection Summary
HCM 2010 Ctrl Delay 30.3
HCM 2010 LOS C
Notes

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 3
42: Mills Ave./Church St & Augusta St /Augusta St. AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 66 525 144 78 589 313 217 1096 49 446 758 21
Future Volume (veh/h) 66 525 144 78 589 313 217 1096 49 446 758 21
Number 5 2 12 1 6 16 3 8 18 7 4 14
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1863 1863 1900 1900 1869 1900 1863 1828 1900 1863 1844 1900
Adj Flow Rate, veh/h 69 553 152 82 620 329 228 1154 52 469 798 22
Adj No. of Lanes 1 2 0 1 2 0 1 2 0 2 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 2 2 2 0 2 2 2 4 4 2 3 3
Cap, veh/h 155 798 219 239 672 357 259 1077 49 530 1136 31
Arrive On Green 0.04 0.29 0.29 0.05 0.30 0.30 0.15 0.32 0.32 0.15 0.33 0.33
Sat Flow, veh/h 1774 2735 749 1810 2229 1183 1774 3386 153 3442 3482 96
Grp Volume(v), veh/h 69 357 348 82 494 455 228 592 614 469 401 419
Grp Sat Flow(s),veh/h/ln 1774 1770 1715 1810 1776 1636 1774 1737 1802 1721 1752 1827
Q Serve(g_s), s 3.0 19.7 19.8 3.4 29.6 29.6 13.9 35.0 35.0 14.7 22.0 22.0
Cycle Q Clear(g_c), s 3.0 19.7 19.8 3.4 29.6 29.6 13.9 35.0 35.0 14.7 22.0 22.0
Prop In Lane 1.00 0.44 1.00 0.72 1.00 0.08 1.00 0.05
Lane Grp Cap(c), veh/h 155 516 500 239 535 493 259 553 573 530 571 596
V/C Ratio(X) 0.44 0.69 0.70 0.34 0.92 0.92 0.88 1.07 1.07 0.88 0.70 0.70
Avail Cap(c_a), veh/h 205 516 500 273 535 493 323 553 573 563 571 596
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.85 0.85 0.85
Uniform Delay (d), s/veh 29.8 34.6 34.6 27.0 37.2 37.2 46.0 37.5 37.5 45.6 32.4 32.4
Incr Delay (d2), s/veh 0.7 7.4 7.8 0.3 23.8 25.2 20.0 58.6 58.2 13.0 3.3 3.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.5 10.7 10.5 1.7 18.1 16.9 8.2 25.7 26.6 7.9 11.1 11.6
LnGrp Delay(d),s/veh 30.5 42.0 42.4 27.3 61.0 62.4 66.0 96.1 95.7 58.6 35.7 35.6
LnGrp LOS C D D C E E E F F E D D
Approach Vol, veh/h 774 1031 1434 1289
Approach Delay, s/veh 41.1 58.9 91.1 44.0
Approach LOS D E F D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 7 8
Phs Duration (G+Y+Rc), s 10.0 38.1 20.1 41.9 8.9 39.2 21.0 41.0
Change Period (Y+Rc), s 4.5 6.0 4.0 6.0 4.5 6.0 4.0 6.0
Max Green Setting (Gmax), s 7.5 29.0 20.0 33.0 7.5 29.0 18.0 35.0
Max Q Clear Time (g_c+I1), s 5.4 21.8 15.9 24.0 5.0 31.6 16.7 37.0
Green Ext Time (p_c), s 0.0 5.9 0.2 7.0 0.0 0.0 0.3 0.0
Intersection Summary
HCM 2010 Ctrl Delay 61.8
HCM 2010 LOS E

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 5
43: Church St & Beattie Pl AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 0 0 0 659 1138 28 283 671 0 0 1215 133
Future Volume (veh/h) 0 0 0 659 1138 28 283 671 0 0 1215 133
Number 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.84 1.00 1.00 1.00 0.99
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1900 1900 1863 1792 0 0 1850 1900
Adj Flow Rate, veh/h 440 1958 29 289 685 0 0 1240 136
Adj No. of Lanes 1 4 0 1 2 0 0 2 0
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 0 0 0 2 6 0 0 3 3
Cap, veh/h 568 2337 35 340 2003 0 0 1220 133
Arrive On Green 0.31 0.31 0.31 0.05 0.19 0.00 0.00 0.76 0.76
Sat Flow, veh/h 1810 7445 110 1774 3495 0 0 3283 349
Grp Volume(v), veh/h 440 1499 488 289 685 0 0 681 695
Grp Sat Flow(s),veh/h/ln 1810 1900 1855 1774 1703 0 0 1757 1782
Q Serve(g_s), s 30.0 33.3 33.3 17.9 23.6 0.0 0.0 52.0 52.0
Cycle Q Clear(g_c), s 30.0 33.3 33.3 17.9 23.6 0.0 0.0 52.0 52.0
Prop In Lane 1.00 0.06 1.00 0.00 0.00 0.20
Lane Grp Cap(c), veh/h 568 1789 582 340 2003 0 0 672 681
V/C Ratio(X) 0.77 0.84 0.84 0.85 0.34 0.00 0.00 1.01 1.02
Avail Cap(c_a), veh/h 585 1844 600 359 2003 0 0 672 681
HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 1.00 1.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 0.90 0.90 0.00 0.00 0.71 0.71
Uniform Delay (d), s/veh 42.3 43.4 43.4 60.8 32.1 0.0 0.0 16.0 16.0
Incr Delay (d2), s/veh 6.7 3.7 10.4 14.3 0.4 0.0 0.0 32.7 34.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 16.1 18.1 18.8 12.1 11.3 0.0 0.0 30.0 30.7
LnGrp Delay(d),s/veh 49.0 47.1 53.8 75.0 32.5 0.0 0.0 48.7 50.2
LnGrp LOS D D D E C F F
Approach Vol, veh/h 2427 974 1376
Approach Delay, s/veh 48.8 45.1 49.4
Approach LOS D D D
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 5 6 8
Phs Duration (G+Y+Rc), s 86.0 28.0 58.0 48.7
Change Period (Y+Rc), s 6.0 6.0 *6 6.0
Max Green Setting (Gmax), s 80.0 23.5 * 52 44.0
Max Q Clear Time (g_c+I1), s 25.6 19.9 54.0 35.3
Green Ext Time (p_c), s 3.3 1.3 0.0 7.4
Intersection Summary
HCM 2010 Ctrl Delay 48.2
HCM 2010 LOS D
Notes

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 6
45: Church St & E North St AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 54 1227 97 0 0 0 0 885 598 30 1834 0
Future Volume (veh/h) 54 1227 97 0 0 0 0 885 598 30 1834 0
Number 7 4 14 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1856 1900 0 1881 1900 1863 1863 0
Adj Flow Rate, veh/h 57 1292 102 0 932 629 32 2703 0
Adj No. of Lanes 1 3 0 0 2 1 1 2 0
Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95
Percent Heavy Veh, % 0 2 0 0 1 0 2 2 0
Cap, veh/h 527 1394 110 0 2045 922 268 2197 0
Arrive On Green 0.29 0.29 0.29 0.00 1.00 1.00 0.02 0.83 0.00
Sat Flow, veh/h 1810 4788 378 0 3668 1612 1774 3632 0
Grp Volume(v), veh/h 57 912 482 0 932 629 32 2703 0
Grp Sat Flow(s),veh/h/ln 1810 1689 1788 0 1787 1612 1774 1770 0
Q Serve(g_s), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Cycle Q Clear(g_c), s 3.1 35.6 35.6 0.0 0.0 0.0 1.0 84.4 0.0
Prop In Lane 1.00 0.21 0.00 1.00 1.00 0.00
Lane Grp Cap(c), veh/h 527 983 520 0 2045 922 268 2197 0
V/C Ratio(X) 0.11 0.93 0.93 0.00 0.46 0.68 0.12 1.23 0.00
Avail Cap(c_a), veh/h 546 1018 539 0 2045 922 339 2197 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 2.00 2.00 1.33 1.33 1.00
Upstream Filter(I) 1.00 1.00 1.00 0.00 0.84 0.84 0.09 0.09 0.00
Uniform Delay (d), s/veh 35.3 46.8 46.8 0.0 0.0 0.0 10.9 11.9 0.0
Incr Delay (d2), s/veh 0.1 13.7 22.0 0.0 0.6 3.4 0.0 104.1 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 1.6 18.5 20.7 0.0 0.2 0.9 0.5 71.2 0.0
LnGrp Delay(d),s/veh 35.4 60.5 68.8 0.0 0.6 3.4 10.9 116.0 0.0
LnGrp LOS D E E A A B F
Approach Vol, veh/h 1451 1561 2735
Approach Delay, s/veh 62.3 1.8 114.8
Approach LOS E A F
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 4 6
Phs Duration (G+Y+Rc), s 6.6 83.8 45.6 90.4
Change Period (Y+Rc), s 4.5 6.0 6.0 6.0
Max Green Setting (Gmax), s 7.5 71.0 41.0 83.0
Max Q Clear Time (g_c+I1), s 3.0 2.0 37.6 86.4
Green Ext Time (p_c), s 0.0 55.4 2.0 0.0
Intersection Summary
HCM 2010 Ctrl Delay 70.8
HCM 2010 LOS E

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 8
49: Church St & Washington St AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 139 196 37 211 192 67 0 1335 173 51 1690 141
Future Volume (veh/h) 139 196 37 211 192 67 0 1335 173 51 1690 141
Number 7 4 14 3 8 18 5 2 12 1 6 16
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.98 1.00 0.98 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1776 1845 1845 1845 1792 1863 0 1845 1900 1863 1863 1900
Adj Flow Rate, veh/h 142 200 38 215 196 68 0 1362 177 52 1724 144
Adj No. of Lanes 1 1 1 1 1 1 0 2 1 1 2 1
Peak Hour Factor 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98 0.98
Percent Heavy Veh, % 7 3 3 3 6 2 0 3 0 2 2 0
Cap, veh/h 183 250 207 190 243 210 0 2234 1027 227 2436 1109
Arrive On Green 0.06 0.14 0.14 0.06 0.14 0.14 0.00 0.64 0.64 0.04 1.00 1.00
Sat Flow, veh/h 1691 1845 1530 1757 1792 1548 0 3597 1611 1774 3539 1611
Grp Volume(v), veh/h 142 200 38 215 196 68 0 1362 177 52 1724 144
Grp Sat Flow(s),veh/h/ln 1691 1845 1530 1757 1792 1548 0 1752 1611 1774 1770 1611
Q Serve(g_s), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 31.3 6.1 1.4 0.0 0.0
Cycle Q Clear(g_c), s 8.0 14.3 3.0 8.0 14.4 5.4 0.0 31.3 6.1 1.4 0.0 0.0
Prop In Lane 1.00 1.00 1.00 1.00 0.00 1.00 1.00 1.00
Lane Grp Cap(c), veh/h 183 250 207 190 243 210 0 2234 1027 227 2436 1109
V/C Ratio(X) 0.77 0.80 0.18 1.13 0.81 0.32 0.00 0.61 0.17 0.23 0.71 0.13
Avail Cap(c_a), veh/h 183 488 405 190 474 410 0 2234 1027 294 2436 1109
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.73 0.73 0.73
Uniform Delay (d), s/veh 51.9 57.0 52.1 55.5 57.1 53.2 0.0 14.6 10.0 12.0 0.0 0.0
Incr Delay (d2), s/veh 17.0 5.9 0.4 104.7 6.3 0.9 0.0 1.2 0.4 0.1 1.3 0.2
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.5 7.7 1.3 8.8 7.6 2.4 0.0 15.5 2.8 0.7 0.4 0.1
LnGrp Delay(d),s/veh 68.8 62.9 52.6 160.1 63.4 54.1 0.0 15.9 10.4 12.2 1.3 0.2
LnGrp LOS E E D F E D B B B A A
Approach Vol, veh/h 380 479 1539 1920
Approach Delay, s/veh 64.1 105.5 15.2 1.5
Approach LOS E F B A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 6 7 8
Phs Duration (G+Y+Rc), s 6.9 92.7 12.0 24.4 99.6 12.0 24.4
Change Period (Y+Rc), s 4.0 6.0 4.0 6.0 6.0 4.0 6.0
Max Green Setting (Gmax), s 8.0 64.0 8.0 36.0 76.0 8.0 36.0
Max Q Clear Time (g_c+I1), s 3.4 33.3 10.0 16.3 2.0 10.0 16.4
Green Ext Time (p_c), s 0.0 22.0 0.0 1.5 36.8 0.0 1.5
Intersection Summary
HCM 2010 Ctrl Delay 23.4
HCM 2010 LOS C

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 9
50: Church St & University Ridge AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 223 99 23 53 182 73 92 1350 26 54 1224 348
Future Volume (veh/h) 223 99 23 53 182 73 92 1350 26 54 1224 348
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1845 1881 1900 1900 1871 1900 1881 1846 1900 1792 1845 1863
Adj Flow Rate, veh/h 232 103 24 55 190 76 96 1406 27 56 1275 362
Adj No. of Lanes 2 1 1 1 2 0 1 2 0 1 2 1
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 3 1 0 0 1 1 1 3 3 6 3 2
Cap, veh/h 320 520 523 229 301 116 219 1722 33 72 1693 913
Arrive On Green 0.09 0.28 0.28 0.12 0.12 0.12 0.05 0.49 0.49 0.04 0.48 0.48
Sat Flow, veh/h 3408 1881 1613 1281 2506 968 1792 3520 68 1707 3505 1582
Grp Volume(v), veh/h 232 103 24 55 133 133 96 700 733 56 1275 362
Grp Sat Flow(s),veh/h/ln 1704 1881 1613 1281 1777 1697 1792 1753 1834 1707 1752 1582
Q Serve(g_s), s 6.4 4.0 1.0 3.8 6.8 7.2 2.5 32.6 32.7 3.1 28.4 12.1
Cycle Q Clear(g_c), s 6.4 4.0 1.0 3.8 6.8 7.2 2.5 32.6 32.7 3.1 28.4 12.1
Prop In Lane 1.00 1.00 1.00 0.57 1.00 0.04 1.00 1.00
Lane Grp Cap(c), veh/h 320 520 523 229 213 204 219 858 897 72 1693 913
V/C Ratio(X) 0.73 0.20 0.05 0.24 0.62 0.65 0.44 0.82 0.82 0.78 0.75 0.40
Avail Cap(c_a), veh/h 851 1077 1001 408 462 442 580 858 897 320 1693 913
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 42.3 26.6 22.3 38.9 40.2 40.4 17.2 20.9 20.9 45.6 20.2 11.1
Incr Delay (d2), s/veh 3.1 0.2 0.0 0.5 3.0 3.5 1.4 8.4 8.2 16.7 3.2 1.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.1 2.1 0.4 1.4 3.5 3.6 1.3 17.8 18.5 1.8 14.4 5.5
LnGrp Delay(d),s/veh 45.5 26.8 22.3 39.4 43.2 43.9 18.6 29.3 29.0 62.3 23.3 12.4
LnGrp LOS D C C D D D B C C E C B
Approach Vol, veh/h 359 321 1529 1693
Approach Delay, s/veh 38.6 42.8 28.5 22.3
Approach LOS D D C C
Timer 1 2 3 4 5 6 7 8
Assigned Phs 1 2 3 4 5 6 8
Phs Duration (G+Y+Rc), s 10.6 52.9 15.0 17.5 10.0 53.5 32.5
Change Period (Y+Rc), s 6.0 6.5 6.0 6.0 6.0 6.5 6.0
Max Green Setting (Gmax), s 24.0 41.0 24.0 25.0 18.0 47.0 55.0
Max Q Clear Time (g_c+I1), s 4.5 30.4 8.4 9.2 5.1 34.7 6.0
Green Ext Time (p_c), s 0.2 9.8 0.7 2.1 0.1 11.3 2.6
Intersection Summary
HCM 2010 Ctrl Delay 27.9
HCM 2010 LOS C

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 10
51: Church St & Haynie St/Pearl Ave AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 34 63 2 50 97 15 15 1457 36 16 1224 42
Future Volume (veh/h) 34 63 2 50 97 15 15 1457 36 16 1224 42
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1727 1864 1900 1827 1868 1900 1900 1843 1900 1681 1843 1900
Adj Flow Rate, veh/h 35 66 2 52 101 16 16 1518 38 17 1275 44
Adj No. of Lanes 1 1 0 1 1 0 1 2 0 1 2 0
Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96
Percent Heavy Veh, % 10 2 2 4 2 2 0 3 3 13 3 3
Cap, veh/h 207 250 8 251 219 35 316 2351 59 238 2326 80
Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.14 0.67 0.67 0.67 0.67 0.67 0.67
Sat Flow, veh/h 1176 1800 55 1300 1574 249 423 3492 87 298 3455 119
Grp Volume(v), veh/h 35 0 68 52 0 117 16 760 796 17 646 673
Grp Sat Flow(s),veh/h/ln 1176 0 1854 1300 0 1823 423 1751 1828 298 1751 1822
Q Serve(g_s), s 1.8 0.0 2.1 2.4 0.0 3.8 1.3 16.0 16.1 2.2 12.2 12.2
Cycle Q Clear(g_c), s 5.6 0.0 2.1 4.5 0.0 3.8 13.5 16.0 16.1 18.3 12.2 12.2
Prop In Lane 1.00 0.03 1.00 0.14 1.00 0.05 1.00 0.07
Lane Grp Cap(c), veh/h 207 0 258 251 0 253 316 1179 1231 238 1179 1227
V/C Ratio(X) 0.17 0.00 0.26 0.21 0.00 0.46 0.05 0.64 0.65 0.07 0.55 0.55
Avail Cap(c_a), veh/h 522 0 755 599 0 742 316 1179 1231 238 1179 1227
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 27.9 0.0 24.6 26.6 0.0 25.3 8.9 6.0 6.0 11.3 5.4 5.4
Incr Delay (d2), s/veh 0.4 0.0 0.5 0.4 0.0 1.3 0.3 2.7 2.6 0.6 1.8 1.8
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.0 1.1 0.9 0.0 2.0 0.2 8.5 8.9 0.2 6.3 6.6
LnGrp Delay(d),s/veh 28.3 0.0 25.1 27.0 0.0 26.6 9.2 8.8 8.7 11.9 7.2 7.2
LnGrp LOS C C C C A A A B A A
Approach Vol, veh/h 103 169 1572 1336
Approach Delay, s/veh 26.2 26.7 8.7 7.3
Approach LOS C C A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 49.0 14.9 49.0 14.9
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 43.0 26.0 43.0 26.0
Max Q Clear Time (g_c+I1), s 20.3 6.5 18.1 7.6
Green Ext Time (p_c), s 19.6 1.2 21.3 1.2
Intersection Summary
HCM 2010 Ctrl Delay 9.6
HCM 2010 LOS A

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 11
54: Cleveland St & University Ridge AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Volume (veh/h) 38 35 79 3 64 14 146 205 4 2 77 71
Future Volume (veh/h) 38 35 79 3 64 14 146 205 4 2 77 71
Number 3 8 18 7 4 14 1 6 16 5 2 12
Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 0.99 1.00 0.99 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Adj Sat Flow, veh/h/ln 1900 1864 1900 1900 1900 1900 1900 1881 1900 1900 1881 1900
Adj Flow Rate, veh/h 42 39 88 3 71 16 162 228 4 2 86 79
Adj No. of Lanes 0 1 0 0 1 0 0 1 0 0 1 0
Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90
Percent Heavy Veh, % 3 3 3 0 0 0 1 1 1 0 0 0
Cap, veh/h 134 82 137 77 245 54 443 587 10 74 543 489
Arrive On Green 0.17 0.17 0.17 0.17 0.17 0.17 0.60 0.60 0.60 0.60 0.60 0.60
Sat Flow, veh/h 269 495 830 21 1483 325 573 984 16 3 910 820
Grp Volume(v), veh/h 169 0 0 90 0 0 394 0 0 167 0 0
Grp Sat Flow(s),veh/h/ln 1594 0 0 1830 0 0 1573 0 0 1733 0 0
Q Serve(g_s), s 2.4 0.0 0.0 0.0 0.0 0.0 3.3 0.0 0.0 0.0 0.0 0.0
Cycle Q Clear(g_c), s 4.9 0.0 0.0 2.2 0.0 0.0 6.1 0.0 0.0 2.2 0.0 0.0
Prop In Lane 0.25 0.52 0.03 0.18 0.41 0.01 0.01 0.47
Lane Grp Cap(c), veh/h 353 0 0 377 0 0 1039 0 0 1106 0 0
V/C Ratio(X) 0.48 0.00 0.00 0.24 0.00 0.00 0.38 0.00 0.00 0.15 0.00 0.00
Avail Cap(c_a), veh/h 866 0 0 977 0 0 1039 0 0 1106 0 0
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 0.00
Uniform Delay (d), s/veh 19.5 0.0 0.0 18.4 0.0 0.0 5.3 0.0 0.0 4.5 0.0 0.0
Incr Delay (d2), s/veh 1.0 0.0 0.0 0.3 0.0 0.0 1.1 0.0 0.0 0.3 0.0 0.0
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.3 0.0 0.0 1.1 0.0 0.0 3.2 0.0 0.0 1.1 0.0 0.0
LnGrp Delay(d),s/veh 20.5 0.0 0.0 18.8 0.0 0.0 6.3 0.0 0.0 4.8 0.0 0.0
LnGrp LOS C B A A
Approach Vol, veh/h 169 90 394 167
Approach Delay, s/veh 20.5 18.8 6.3 4.8
Approach LOS C B A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 4 6 8
Phs Duration (G+Y+Rc), s 36.0 14.3 36.0 14.3
Change Period (Y+Rc), s 6.0 6.0 6.0 6.0
Max Green Setting (Gmax), s 30.0 25.0 30.0 25.0
Max Q Clear Time (g_c+I1), s 4.2 4.2 8.1 6.9
Green Ext Time (p_c), s 3.9 1.5 3.7 1.4
Intersection Summary
HCM 2010 Ctrl Delay 10.3
HCM 2010 LOS B

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 12
219: Augusta St/Augusta St & Field St AM Peak Hour
University Ridge TIS 2026 No Build

Movement EBL EBR NBL NBT SBT SBR


Lane Configurations
Traffic Volume (veh/h) 18 51 82 462 415 21
Future Volume (veh/h) 18 51 82 462 415 21
Number 3 18 1 6 2 12
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 0.98
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 0.90
Adj Sat Flow, veh/h/ln 1900 1900 1810 1845 1860 1900
Adj Flow Rate, veh/h 20 58 93 525 472 24
Adj No. of Lanes 0 0 1 1 1 0
Peak Hour Factor 0.88 0.88 0.88 0.88 0.88 0.88
Percent Heavy Veh, % 0 0 5 3 2 2
Cap, veh/h 26 75 725 1530 1309 67
Arrive On Green 0.06 0.06 0.83 0.83 0.83 0.83
Sat Flow, veh/h 421 1221 872 1845 1578 80
Grp Volume(v), veh/h 79 0 93 525 0 496
Grp Sat Flow(s),veh/h/ln 1663 0 872 1845 0 1658
Q Serve(g_s), s 5.1 0.0 3.2 7.5 0.0 8.0
Cycle Q Clear(g_c), s 5.1 0.0 11.2 7.5 0.0 8.0
Prop In Lane 0.25 0.73 1.00 0.05
Lane Grp Cap(c), veh/h 102 0 725 1530 0 1375
V/C Ratio(X) 0.77 0.00 0.13 0.34 0.00 0.36
Avail Cap(c_a), veh/h 363 0 725 1530 0 1375
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 0.00 1.00 1.00 0.00 1.00
Uniform Delay (d), s/veh 50.9 0.0 3.6 2.2 0.0 2.3
Incr Delay (d2), s/veh 16.0 0.0 0.4 0.6 0.0 0.7
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 2.8 0.0 0.8 3.9 0.0 3.9
LnGrp Delay(d),s/veh 66.9 0.0 4.0 2.8 0.0 3.0
LnGrp LOS E A A A
Approach Vol, veh/h 79 618 496
Approach Delay, s/veh 66.9 3.0 3.0
Approach LOS E A A
Timer 1 2 3 4 5 6 7 8
Assigned Phs 2 6 8
Phs Duration (G+Y+Rc), s 97.2 97.2 12.8
Change Period (Y+Rc), s 6.0 6.0 6.0
Max Green Setting (Gmax), s 74.0 74.0 24.0
Max Q Clear Time (g_c+I1), s 10.0 13.2 7.1
Green Ext Time (p_c), s 15.3 15.2 0.3
Intersection Summary
HCM 2010 Ctrl Delay 7.2
HCM 2010 LOS A
Notes

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 13
27: Augusta St /Augusta St & Driveway/University St AM Peak Hour
University Ridge TIS 2026 No Build

Intersection
Int Delay, s/veh 1.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 2 5 1 34 9 416 52 126 430 11
Future Vol, veh/h 1 0 2 5 1 34 9 416 52 126 430 11
Conflicting Peds, #/hr 4 0 2 2 0 4 2 0 8 8 0 2
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - 75 - - - - - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 40 0 7 0 2 6 0 3 0
Mvmt Flow 1 0 2 5 1 37 10 447 56 135 462 12

Major/Minor Minor2 Minor1 Major1 Major2


Conflicting Flow All 1240 1272 472 1245 1250 487 476 0 0 511 0 0
Stage 1 741 741 - 503 503 - - - - - - -
Stage 2 499 531 - 742 747 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.5 6.5 6.27 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.5 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.86 4 3.363 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 153 169 596 126 174 571 1097 - - 1065 - -
Stage 1 411 426 - 487 545 - - - - - - -
Stage 2 557 529 - 354 423 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 121 137 594 107 141 564 1095 - - 1061 - -
Mov Cap-2 Maneuver 121 137 - 107 141 - - - - - - -
Stage 1 405 352 - 477 534 - - - - - - -
Stage 2 511 518 - 291 349 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s 19.1 15.9 0.2 2
HCM LOS C C

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR
Capacity (veh/h) 1095 - - 258 111 564 1061 - -
HCM Lane V/C Ratio 0.009 - - 0.013 0.058 0.065 0.128 - -
HCM Control Delay (s) 8.3 0 - 19.1 39.4 11.8 8.9 0 -
HCM Lane LOS A A - C E B A A -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0.2 0.4 - -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 1
31: Augusta St & Bradshaw Street AM Peak Hour
University Ridge TIS 2026 No Build

Intersection
Int Delay, s/veh 1.6
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 32 56 486 67 52 417
Future Vol, veh/h 32 56 486 67 52 417
Conflicting Peds, #/hr 0 0 0 4 0 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 88 88 88 88 88 88
Heavy Vehicles, % 3 0 3 3 2 2
Mvmt Flow 36 64 552 76 59 474

Major/Minor Minor1 Major1 Major2


Conflicting Flow All 1186 594 0 0 632 0
Stage 1 594 - - - - -
Stage 2 592 - - - - -
Critical Hdwy 6.43 6.2 - - 4.12 -
Critical Hdwy Stg 1 5.43 - - - - -
Critical Hdwy Stg 2 5.43 - - - - -
Follow-up Hdwy 3.527 3.3 - - 2.218 -
Pot Cap-1 Maneuver 208 509 - - 951 -
Stage 1 550 - - - - -
Stage 2 551 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 194 507 - - 951 -
Mov Cap-2 Maneuver 398 - - - - -
Stage 1 548 - - - - -
Stage 2 517 - - - - -

Approach WB NB SB
HCM Control Delay, s 15 0 1
HCM LOS C

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT


Capacity (veh/h) - - 461 951 -
HCM Lane V/C Ratio - - 0.217 0.062 -
HCM Control Delay (s) - - 15 9 -
HCM Lane LOS - - C A -
HCM 95th %tile Q(veh) - - 0.8 0.2 -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 2
33: Augusta St & Harris St AM Peak Hour
University Ridge TIS 2026 No Build

Intersection
Int Delay, s/veh 3.1
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 52 78 636 187 168 637
Future Vol, veh/h 52 78 636 187 168 637
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 93 93 93 93 93 93
Heavy Vehicles, % 0 3 3 0 0 2
Mvmt Flow 56 84 684 201 181 685

Major/Minor Minor1 Major1 Major2


Conflicting Flow All 1837 791 0 0 892 0
Stage 1 791 - - - - -
Stage 2 1046 - - - - -
Critical Hdwy 6.4 6.23 - - 4.1 -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.327 - - 2.2 -
Pot Cap-1 Maneuver 84 388 - - 769 -
Stage 1 450 - - - - -
Stage 2 341 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 64 385 - - 769 -
Mov Cap-2 Maneuver 220 - - - - -
Stage 1 447 - - - - -
Stage 2 261 - - - - -

Approach WB NB SB
HCM Control Delay, s 27.6 0 2.3
HCM LOS D

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT


Capacity (veh/h) - - 296 769 -
HCM Lane V/C Ratio - - 0.472 0.235 -
HCM Control Delay (s) - - 27.6 11.1 -
HCM Lane LOS - - D B -
HCM 95th %tile Q(veh) - - 2.4 0.9 -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 3
35: Augusta St & Claussen Ave AM Peak Hour
University Ridge TIS 2026 No Build

Intersection
Int Delay, s/veh 0.5
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 23 9 822 3 11 670
Future Vol, veh/h 23 9 822 3 11 670
Conflicting Peds, #/hr 0 0 0 7 7 0
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 - - - 50 -
Veh in Median Storage, # 2 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 0 3 0 0 1
Mvmt Flow 24 9 865 3 12 705

Major/Minor Minor1 Major1 Major2


Conflicting Flow All 1602 874 0 0 875 0
Stage 1 874 - - - - -
Stage 2 728 - - - - -
Critical Hdwy 6.4 6.2 - - 4.1 -
Critical Hdwy Stg 1 5.4 - - - - -
Critical Hdwy Stg 2 5.4 - - - - -
Follow-up Hdwy 3.5 3.3 - - 2.2 -
Pot Cap-1 Maneuver 118 352 - - 780 -
Stage 1 412 - - - - -
Stage 2 482 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 115 350 - - 780 -
Mov Cap-2 Maneuver 313 - - - - -
Stage 1 409 - - - - -
Stage 2 475 - - - - -

Approach WB NB SB
HCM Control Delay, s 17.4 0 0.2
HCM LOS C

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT


Capacity (veh/h) - - 323 780 -
HCM Lane V/C Ratio - - 0.104 0.015 -
HCM Control Delay (s) - - 17.4 9.7 -
HCM Lane LOS - - C A -
HCM 95th %tile Q(veh) - - 0.3 0 -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 4
37: Augusta St & Driveway/Thruston Ave AM Peak Hour
University Ridge TIS 2026 No Build

Intersection
Int Delay, s/veh 0.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 3 14 0 6 26 822 56 3 659 31
Future Vol, veh/h 0 0 3 14 0 6 26 822 56 3 659 31
Conflicting Peds, #/hr 0 0 1 1 0 0 0 0 2 2 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 50 - - 50 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 97 97 97 97 97 97 97 97 97 97 97 97
Heavy Vehicles, % 0 0 0 0 0 0 0 2 4 0 2 0
Mvmt Flow 0 0 3 14 0 6 27 847 58 3 679 32

Major/Minor Minor2 Minor1 Major1 Major2


Conflicting Flow All 1635 1663 696 1636 1650 878 711 0 0 907 0 0
Stage 1 702 702 - 932 932 - - - - - - -
Stage 2 933 961 - 704 718 - - - - - - -
Critical Hdwy 7.1 6.5 6.2 7.1 6.5 6.2 4.1 - - 4.1 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.1 5.5 - - - - - - -
Critical Hdwy Stg 2 6.1 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3 2.2 - - 2.2 - -
Pot Cap-1 Maneuver 82 98 445 82 100 350 898 - - 759 - -
Stage 1 432 443 - 322 348 - - - - - - -
Stage 2 322 337 - 431 436 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 78 94 445 79 96 349 897 - - 759 - -
Mov Cap-2 Maneuver 78 94 - 79 96 - - - - - - -
Stage 1 419 441 - 312 337 - - - - - - -
Stage 2 307 326 - 426 434 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s 13.1 48.5 0.3 0
HCM LOS B E

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 897 - - 445 103 759 - -
HCM Lane V/C Ratio 0.03 - - 0.007 0.2 0.004 - -
HCM Control Delay (s) 9.1 - - 13.1 48.5 9.8 - -
HCM Lane LOS A - - B E A - -
HCM 95th %tile Q(veh) 0.1 - - 0 0.7 0 - -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 5
40: Augusta St & Augusta Walk/Haynie St AM Peak Hour
University Ridge TIS 2026 No Build

Intersection
Int Delay, s/veh 1.8
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 0 0 0 1 0 149 2 901 4 83 706 0
Future Vol, veh/h 0 0 0 1 0 149 2 901 4 83 706 0
Conflicting Peds, #/hr 0 0 0 0 0 0 1 0 2 2 0 1
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - - - - 0 - -
Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 -
Grade, % - 0 - - 0 - - 0 - - 0 -
Peak Hour Factor 93 93 93 93 93 93 93 93 93 93 93 93
Heavy Vehicles, % 0 0 0 0 0 3 0 3 0 5 2 0
Mvmt Flow 0 0 0 1 0 160 2 969 4 89 759 0

Major/Minor Minor2 Minor1 Major1 Major2


Conflicting Flow All 1428 1918 760 1915 1916 489 760 0 0 975 0 0
Stage 1 939 939 - 977 977 - - - - - - -
Stage 2 489 979 - 938 939 - - - - - - -
Critical Hdwy 7.3 6.5 6.2 7.3 6.5 6.945 4.1 - - 4.175 - -
Critical Hdwy Stg 1 6.1 5.5 - 6.5 5.5 - - - - - - -
Critical Hdwy Stg 2 6.5 5.5 - 6.1 5.5 - - - - - - -
Follow-up Hdwy 3.5 4 3.3 3.5 4 3.3285 2.2 - - 2.2475 - -
Pot Cap-1 Maneuver 105 68 409 47 68 523 861 - - 690 - -
Stage 1 320 345 - 273 332 - - - - - - -
Stage 2 534 331 - 320 345 - - - - - - -
Platoon blocked, % - - - -
Mov Cap-1 Maneuver 65 59 409 42 59 522 861 - - 690 - -
Mov Cap-2 Maneuver 65 59 - 42 59 - - - - - - -
Stage 1 318 300 - 271 330 - - - - - - -
Stage 2 368 329 - 279 300 - - - - - - -

Approach EB WB NB SB
HCM Control Delay, s 0 16.1 0 1.2
HCM LOS A C

Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 861 - - - 485 690 - -
HCM Lane V/C Ratio 0.002 - - - 0.333 0.129 - -
HCM Control Delay (s) 9.2 0 - 0 16.1 11 - -
HCM Lane LOS A A - A C B - -
HCM 95th %tile Q(veh) 0 - - - 1.4 0.4 - -

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 6
59: Haynie St & Howe St AM Peak Hour
University Ridge TIS 2026 No Build

Intersection
Int Delay, s/veh 0.9
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 6 113 146 25 13 10
Future Vol, veh/h 6 113 146 25 13 10
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length - - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - -6 5 - 2 -
Peak Hour Factor 95 95 95 95 95 95
Heavy Vehicles, % 0 3 1 0 12 9
Mvmt Flow 6 119 154 26 14 11

Major/Minor Major1 Major2 Minor2


Conflicting Flow All 180 0 - 0 299 167
Stage 1 - - - - 167 -
Stage 2 - - - - 132 -
Critical Hdwy 4.1 - - - 6.92 6.49
Critical Hdwy Stg 1 - - - - 5.92 -
Critical Hdwy Stg 2 - - - - 5.92 -
Follow-up Hdwy 2.2 - - - 3.608 3.381
Pot Cap-1 Maneuver 1408 - - - 650 851
Stage 1 - - - - 823 -
Stage 2 - - - - 857 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1408 - - - 647 851
Mov Cap-2 Maneuver - - - - 647 -
Stage 1 - - - - 823 -
Stage 2 - - - - 853 -

Approach EB WB SB
HCM Control Delay, s 0.4 0 10.2
HCM LOS B

Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1


Capacity (veh/h) 1408 - - - 722
HCM Lane V/C Ratio 0.004 - - - 0.034
HCM Control Delay (s) 7.6 0 - - 10.2
HCM Lane LOS A A - - B
HCM 95th %tile Q(veh) 0 - - - 0.1

Augusta Rd Road Diet 11/28/2017 Three-Lane - New Timings AM Synchro 9 Report


GGS 042219 Page 7
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2026 No Build

Intersection: 27: Augusta St /Augusta St & Driveway/University St


Movement EB WB WB NB SB
Directions Served LTR LT R LTR LTR
Maximum Queue (ft) 31 47 67 94 224
Average Queue (ft) 2 7 22 11 67
95th Queue (ft) 16 31 52 57 163
Link Distance (ft) 208 655 699 354
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 75
Storage Blk Time (%) 0 0
Queuing Penalty (veh) 0 0

Intersection: 31: Augusta St & Bradshaw Street


Movement WB NB SB SB
Directions Served LR TR L T
Maximum Queue (ft) 101 25 74 225
Average Queue (ft) 39 1 24 64
95th Queue (ft) 71 12 61 171
Link Distance (ft) 377 122 270
Upstream Blk Time (%) 0
Queuing Penalty (veh) 1
Storage Bay Dist (ft) 50
Storage Blk Time (%) 2 10
Queuing Penalty (veh) 7 5

Intersection: 33: Augusta St & Harris St


Movement WB NB SB SB
Directions Served LR TR L T
Maximum Queue (ft) 285 44 74 274
Average Queue (ft) 103 8 52 43
95th Queue (ft) 227 31 78 171
Link Distance (ft) 334 210 280
Upstream Blk Time (%) 2 0
Queuing Penalty (veh) 3 4
Storage Bay Dist (ft) 50
Storage Blk Time (%) 13 1
Queuing Penalty (veh) 81 1

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GGS 042219 Page 1
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2026 No Build

Intersection: 35: Augusta St & Claussen Ave


Movement WB SB SB
Directions Served LR L T
Maximum Queue (ft) 108 45 202
Average Queue (ft) 34 8 61
95th Queue (ft) 84 33 186
Link Distance (ft) 484 210
Upstream Blk Time (%) 1
Queuing Penalty (veh) 9
Storage Bay Dist (ft) 50
Storage Blk Time (%) 0 8
Queuing Penalty (veh) 0 1

Intersection: 37: Augusta St & Driveway/Thruston Ave


Movement EB WB NB NB SB SB
Directions Served LTR LTR L TR L TR
Maximum Queue (ft) 32 121 52 25 45 116
Average Queue (ft) 5 43 13 2 2 65
95th Queue (ft) 23 130 40 18 18 132
Link Distance (ft) 167 789 189 89
Upstream Blk Time (%) 0 11
Queuing Penalty (veh) 0 75
Storage Bay Dist (ft) 50 50
Storage Blk Time (%) 1 0 0 16
Queuing Penalty (veh) 10 0 0 0

Intersection: 40: Augusta St & Augusta Walk/Haynie St


Movement WB NB NB SB
Directions Served LTR LT TR L
Maximum Queue (ft) 145 109 34 99
Average Queue (ft) 57 20 2 28
95th Queue (ft) 111 78 15 69
Link Distance (ft) 509 233 233 194
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamnb.syn SimTraffic Report


GGS 042219 Page 2
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2026 No Build

Intersection: 59: Haynie St & Howe St


Movement EB WB SB
Directions Served LT TR LR
Maximum Queue (ft) 21 7 66
Average Queue (ft) 1 0 20
95th Queue (ft) 12 4 54
Link Distance (ft) 76 543 365
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

Zone Summary
Zone wide Queuing Penalty: 197

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamnb.syn SimTraffic Report


GGS 042219 Page 3
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2026 No Build

Intersection: 24: Augusta St /Augusta St & Dunbar St


Movement EB EB NB NB SB
Directions Served L R L T TR
Maximum Queue (ft) 278 207 216 125 214
Average Queue (ft) 156 94 164 56 192
95th Queue (ft) 254 170 231 114 234
Link Distance (ft) 584 584 194 194 189
Upstream Blk Time (%) 9 21
Queuing Penalty (veh) 50 143
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

Intersection: 26: Augusta St/River Street & Main Street


Movement EB EB WB WB NB NB SB SB
Directions Served L TR L TR T R T R
Maximum Queue (ft) 56 153 72 83 319 187 451 115
Average Queue (ft) 25 58 36 39 140 14 262 57
95th Queue (ft) 59 120 68 77 258 84 434 143
Link Distance (ft) 946 951 354 431
Upstream Blk Time (%) 0 4
Queuing Penalty (veh) 1 0
Storage Bay Dist (ft) 30 50 140 90
Storage Blk Time (%) 6 32 8 9 9 45 0
Queuing Penalty (veh) 7 18 6 6 7 24 1

Intersection: 28: Augusta St & Vardry St


Movement EB EB EB NB NB SB
Directions Served L T R L T TR
Maximum Queue (ft) 151 56 272 186 207 139
Average Queue (ft) 71 2 120 94 63 121
95th Queue (ft) 124 31 229 163 147 165
Link Distance (ft) 824 280 122
Upstream Blk Time (%) 0 18
Queuing Penalty (veh) 0 79
Storage Bay Dist (ft) 110 800 200
Storage Blk Time (%) 4 0 0
Queuing Penalty (veh) 17 2 0

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamnb.syn SimTraffic Report


GGS 042219 Page 1
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2026 No Build

Intersection: 42: Mills Ave./Church St & Augusta St /Augusta St.


Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T TR L T TR L T TR L L T
Maximum Queue (ft) 83 166 213 287 469 535 225 1522 1496 172 196 300
Average Queue (ft) 18 71 91 49 235 293 205 1063 1035 90 108 158
95th Queue (ft) 55 136 166 138 386 469 272 1787 1763 158 177 271
Link Distance (ft) 1308 1308 713 713 1468 1468 1757
Upstream Blk Time (%) 29 22
Queuing Penalty (veh) 0 0
Storage Bay Dist (ft) 160 190 175 325 325
Storage Blk Time (%) 0 10 19 61 0
Queuing Penalty (veh) 0 8 106 131 0

Intersection: 42: Mills Ave./Church St & Augusta St /Augusta St.


Movement SB
Directions Served TR
Maximum Queue (ft) 302
Average Queue (ft) 174
95th Queue (ft) 283
Link Distance (ft) 1757
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

Intersection: 43: Church St & Beattie Pl


Movement WB WB WB WB WB NB NB NB SB SB
Directions Served L LT T T TR L T T T TR
Maximum Queue (ft) 750 760 728 588 264 308 282 289 209 212
Average Queue (ft) 519 531 328 196 143 229 154 146 184 183
95th Queue (ft) 849 850 766 484 229 333 251 241 196 196
Link Distance (ft) 781 781 781 781 781 300 300 300 174 174
Upstream Blk Time (%) 9 11 3 0 4 0 0 19 20
Queuing Penalty (veh) 41 53 13 0 13 0 0 118 129
Storage Bay Dist (ft)
Storage Blk Time (%)
Queuing Penalty (veh)

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamnb.syn SimTraffic Report


GGS 042219 Page 2
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2026 No Build

Intersection: 45: Church St & E North St


Movement EB EB EB EB NB NB NB SB SB SB
Directions Served L T T TR T T R L T T
Maximum Queue (ft) 462 501 478 460 251 299 190 57 402 422
Average Queue (ft) 98 427 361 274 131 126 129 17 377 395
95th Queue (ft) 338 533 482 403 229 252 216 47 446 472
Link Distance (ft) 463 463 463 310 310 300 300 300
Upstream Blk Time (%) 0 9 2 1 0 25 30
Queuing Penalty (veh) 0 0 0 0 3 184 217
Storage Bay Dist (ft) 440 140
Storage Blk Time (%) 0 12 3 11
Queuing Penalty (veh) 0 7 20 47

Intersection: 49: Church St & Washington St


Movement EB EB EB WB WB WB NB NB NB SB SB SB
Directions Served L T R L T R T T R L T T
Maximum Queue (ft) 227 260 63 250 700 375 396 464 135 89 133 156
Average Queue (ft) 113 141 15 242 592 189 186 244 34 32 41 65
95th Queue (ft) 197 224 42 290 850 475 362 438 85 70 95 116
Link Distance (ft) 527 665 1845 1845 237 237
Upstream Blk Time (%) 42
Queuing Penalty (veh) 0
Storage Bay Dist (ft) 250 250 200 325 530 130
Storage Blk Time (%) 0 0 87 4 0 0 0 1
Queuing Penalty (veh) 0 1 226 12 0 2 0 1

Intersection: 49: Church St & Washington St


Movement SB
Directions Served R
Maximum Queue (ft) 33
Average Queue (ft) 6
95th Queue (ft) 22
Link Distance (ft)
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 130
Storage Blk Time (%)
Queuing Penalty (veh)

C:\Users\cjoel\Documents\S&S Projects 2019\University Ridge\UR Syn\URamnb.syn SimTraffic Report


GGS 042219 Page 3
Queuing and Blocking Report AM Peak Hour
University Ridge Traffic Impact Study 2026 No Build

Intersection: 50: Church St & University Ridge


Movement EB EB EB EB WB WB WB NB NB NB SB SB
Directions Served L L T R L T TR L T TR L T
Maximum Queue (ft) 127 140 108 43 86 153 161 274 490 524 175 351
Average Queue (ft) 49 69 44 11 28 72 94 52 287 300 55 203
95th Queue (ft) 99 115 93 36 68 124 150 185 460 480 155 331
Link Distance (ft) 1490 777 777 1025 1025 1149
Upstream Blk Time (%)
Queuing Penalty (veh)
Storage Bay Dist (ft) 200 200 750 190 250 150
Storage Blk Time (%) 0 0 16 0 17
Queuing Penalty (veh) 0 0 15 0 9

Intersection: 50: Church St & University Ridge


Movement SB SB
Directions Served T R
Maximum Queue (ft)