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Item 7C First Financial Study Traffic Impact Analysis To Serve First Financial Bank FM 1709 and White Chapel Blvd. Southlake, TX April 28, 2010 Prepared By Traffic Impact Analysis – v2.0 Page 2 First Financial Bank in Southlake, Texas April 28, 2010 Traffic Impact Analysis – v2.0 Page 3 First Financial Bank in Southlake, Texas April 28, 2010 I. Introduction Boydston Designs, Inc. has prepared this study at the request of First Financial Bank for the purpose of constructing a driveway onto FM 1709 in Southlake, Texas. Because this driveway is eventually anticipated to serve more than 100 parking spaces, the Southlake Driveway Ordinance required that this study be conducted. The driveway that is the focus of this study will be located west of the future First Financial Bank site, located at the southwest corner of the intersection of FM 1709 and White Chapel Blvd. Access between this proposed driveway and the future First Financial Bank site will be provided by means of an existing common access easement. This proposed driveway onto FM 1709 will be shared with an adjoining 7.05 acre site, referred to hereafter as the Church Family property because of the owner’s name. The Church Family property is assumed to develop as general office space. It is likely that the proposed driveway onto FM 1709 will serve as the primary means of access to the Church Family property and to the First Financial site. A vicinity map depicting the First Financial site and the Church Family property is shown below. Traffic Impact Analysis – v2.0 Page 4 First Financial Bank in Southlake, Texas April 28, 2010 II. Study Procedure and Methodology This Traffic Impact Analysis has been prepared by Boydston Designs, Inc. (BDI) on behalf of First Financial Bank for review by TXDOT and the City of Southlake. The development under consideration consists of a 1.609 acre First Financial Bank site containing 8100 (+/-) square feet of gross floor area with four drive-through lanes. Since the anticipated primary means of roadway access for the Church Family property is the proposed driveway onto FM 1709, the impact of future development of the Church Family property was considered in this TIA. At this time, there are no known development plans for the Church Family property. Therefore, at the request of the City of Southlake, it has been assumed that the property will develop as general office buildings with a density of 10,000 square feet per acre. This TIA addresses the access to these sites from the proposed driveway onto FM 1709, the effects of the generated traffic on the intersection of FM 1709 and White Chapel Blvd., and the need for improvements to FM 1709 to assist in mitigating the resulting increase in traffic volume. Additionally, estimates of future traffic volumes utilizing the proposed driveway onto White Chapel Blvd. have been provided. In order to estimate future traffic volumes and levels of service in the nearby intersection, new traffic counts have been conducted. BDI took 24-hour directional counts on FM 1709 west of White Chapel Blvd. as well as AM and PM peak turning movements at the intersection of FM 1709 and White Chapel Blvd. A five percent annual growth rate was then assumed in order to extrapolate future background traffic volumes. Trip generation on the site was determined based on 71,000 square feet of general office buildings and a drive-in bank with four lanes. Since the bank has access to White Chapel Blvd., it has been assumed in this study that traffic can also enter and exit the Church Family property from this drive, although no access easement across the First Financial site currently exists. Trip generation for this composite area has been determined in accordance with Trip Generation, 7th Ed. and Trip Generation Handbook, 2nd Ed. published by the Institute of Transportation Engineers (ITE). The site-generated trips were added to the projected background traffic volumes to estimate total traffic volumes. For the intersection of FM 1709 and White Chapel Blvd., peak hour intersection analyses were conducted for the projected build-out year, 2011, and five years into the future. Finally, recommendations for improvements to the site and to FM 1709 have been made based on the total projected traffic volumes. III. Existing Roadway Conditions The area of study is located south of FM 1709 and west of White Chapel Blvd. FM 1709 is a seven lane undivided road with three lanes of travel each in the eastbound and westbound directions with a dedicated center left turn lane. Dedicated right turn Traffic Impact Analysis – v2.0 Page 5 First Financial Bank in Southlake, Texas April 28, 2010 lanes are also present at the intersection with White Chapel Blvd. North of FM 1709, White Chapel Blvd. is built to a five lane undivided standard, with two lanes each in the northbound and southbound directions and a dedicated center left turn lane for a distance of approximately 1,100 feet. South of FM 1709, White Chapel Blvd. is built to a four lane divided standard with intermittent median breaks for deceleration and left turn lanes for a distance of approximately 1,000 feet. A median is located at the proposed driveway onto White Chapel Blvd. Beyond these distances, White Chapel Blvd. is a two lane undivided road. The speed limits on FM 1709 is 45 mph. The speed limit on White Chapel Blvd is 40 mph north of FM 1709 and 30 mph south of FM 1709. IV. Future Roadway Conditions FM 1709 and the portion of White Chapel Blvd. south of FM 1709 are constructed according to their ultimate development standards as shown in the City of Southlake 2025 Master Thoroughfare plan. The 2025 plan indicates that the width of White Chapel Blvd. north of FM 1709 is to be determined by a traffic study. No information regarding the status of this study is currently available. Construction of a median along FM 1709 is being planned by the City of Southlake and TXDOT. However, it is not anticipated that a median opening and left turn lane will be constructed to allow left turning movements into the proposed driveway on the Church Family property. Also, no median opening is anticipated at the proposed driveway onto White Chapel Blvd. Therefore, all traffic entering the property will access it via right turning movements. V. Existing Traffic Patterns BDI collected AM and PM peak hour turning movements at the intersection of FM 1709 and White Chapel Blvd. on Wednesday, February 3, 2010. 24-hour directional counts were taken on FM 1709 just west of the intersection with White Chapel Blvd. on Tuesday, February 2, 2010. The 24-hour counts on FM 1709 are as follows: Eastbound: 24,141 vehicles Westbound: 23,452 vehicles Total: 47,593 vehicles Traffic Impact Analysis – v2.0 Page 6 First Financial Bank in Southlake, Texas April 28, 2010 VI. Proposed Land Uses and Estimated Trip Generation The land uses for the proposed bank site and Church Family property are shown in the table below: Table 1 – Proposed Land Uses and Densities Land Use ITE Code Density Drive-In Bank 912 8,100 s.f. (4 lanes) General Office 710 71,000 s.f. Bank traffic was estimated based on the number of drive-in lanes rather than the gross floor area, as a significant portion of the proposed bank is to be used as office space. Therefore, trip generation is expected to correlate more strongly with the number of drive-in lanes than the gross floor area of the bank. As suggested by the City of Southlake, it has been assumed that the Church Family property will develop as general office space with a density of 10,000 square feet per acre. This is a typical and expected land use for this area, although it should be noted that other, more intense land uses are possible for the Church Family property. Estimated trip generation on the proposed bank site and future general office development are shown in the table below: Table 2 – Projected Trip Generation for Study Area AM Peak Hour of Adjacent Street Traffic PM Peak Hour of Adjacent Street Traffic 24-Hour Land Use (Density) In Out Total In Out Total Total Drive-In Bank 45 33 78 102 102 204 1578 8,100 sf (4 lanes) General Office 126 17 143 27 131 158 1024 (71,000 sf) The table above was developed based on Trip Generation, 7th Ed., published by the Institute of Transportation Engineers. Best fit curves were used to estimate trip generation where they were supplied in the manual. Traffic Impact Analysis – v2.0 Page 7 First Financial Bank in Southlake, Texas April 28, 2010 VII. Distribution of Site-Generated Traffic In developing this Traffic Impact Analysis, BDI assumed the following trip distributions for both the proposed bank and the general office development/Church Family property: To and from the East via FM 1709: 35% To and from the West via FM 1709: 30% To and from the South via White Chapel Blvd: 20% To and from the North via White Chapel Blvd: 15% Site traffic approaching from the north and leaving to either the south or west was assigned to the proposed driveway from the bank site onto White Chapel Blvd. Traffic entering and leaving from all other directions was assigned to the shared driveway onto FM 1709. Because of the anticipated median construction, turning movements at this driveway are expected to be limited to right-in/right-out movements. Figure 1 below shows the distribution of the generated trips along FM 1709 and the intersection with White Chapel Blvd. Figure 1 Traffic Impact Analysis – v2.0 Page 8 First Financial Bank in Southlake, Texas April 28, 2010 To estimate the total post-development traffic volumes, BDI increased the background traffic volumes at a five percent annual rate for one year to determine the build-out year (2011) background volume and for six years to determine the background volume five years after the build-out year. Total development trips at the AM (0700-0800) and PM (1700-1800) peak hours were then added to the estimated background volumes for future years to estimate the total traffic volumes in 2011 and 2016. This data is shown in Appendix A. VIII. Intersection Analyses Boydston Designs analyzed the intersection of FM 1709 and White Chapel Blvd. under the following conditions: • Existing Conditions (2010) during AM and PM peak hours • Background conditions for build-out year (2011) during AM and PM peak hours, assuming 5% annual growth for one year • Background conditions five years after build-out year (2016) during AM and PM peak hours, assuming 5% annual growth for six years • Resulting traffic conditions considering trip generation from proposed development in build-out year (2011) during AM and PM peak hours • Resulting traffic conditions considering trip generation from proposed development five years after build-out year (2016) during AM and PM peaks Additionally, Boydston Designs analyzed the proposed driveways onto FM 1709 and onto White Chapel Blvd. during the following conditions: • Build-out year (2011) conditions during AM and PM peak hours • Conditions five years after build-out year during AM and PM peak hours The analyses were conducted with the use of the Synchro 7 software, which utilizes standard methods as specified in the 2000 Highway Capacity Manual. Levels of service, as defined for signalized and un-signalized intersections, are given in Table 3 below. Table 3 – Levels of Service and Corresponding Delays LOS Signalized Intersection Unsignalized Intersection A ≤10 sec ≤10 sec B 10-20 sec 10-15 sec C 20-35 sec 15-25 sec D 35-55 sec 25-35 sec E 55-80 sec 35-50 sec F ≥ 80 sec ≥ 50 sec Traffic Impact Analysis – v2.0 Page 9 First Financial Bank in Southlake, Texas April 28, 2010 To assist with interpretation of the Synchro 7 reports, FIgure 2 below depicts the turning movement labels assigned by Synchro to the various possible directions of travel at the intersection of FM 1709 and White Chapel Blvd., as well as the intersection of FM 1709 and the proposed driveway. The Synchro 7 output for the various study scenarios is located in Appendix A of this report. Figure 2 Traffic Impact Analysis – v2.0 Page 10 First Financial Bank in Southlake, Texas April 28, 2010 An intersection operating with a level of service “A” allows vehicles to pass through with minimal delay. As the delay per vehicle increases, the intersection operates with more and more frequent congestion. With a level of service “E,” the intersection delay per vehicle is approximately one minute. An intersection with a level of service “E” has very little additional capacity. As vehicle congestion increases, the intersection operates with less and less efficiency, and driver frustration increases substantially. At a level of service “F,” the orderly flow of traffic begins to substantially break down. Refer to the Highway Capacity Manual for additional description of the levels of service. On the following pages, Table 4 shows the results of the existing conditions analysis for the intersection of FM 1709 and White Chapel. Table 5 shows the traffic conditions for the build-out year (2011), and Table 6 shows the projected traffic conditions for the fifth year after build-out (2016). Currently, the study intersection operates with an overall LOS of “B” during the AM peak hour and “C” during the PM peak hour. For the total traffic during the build-out year (2011), the predicted LOS is “C” during the AM peak and “E” during the PM peak. In the fifth year after build-out (2016), the intersection is projected to function at an overall LOS of “F” during both the AM and PM peaks. . Traffic Impact Analysis – v2.0 Page 11 First Financial Bank in Southlake, Texas April 28, 2010 Table 4 – Existing Traffic Delays per Vehicle and Levels of Service at FM 1709 & White Chapel Blvd. Existing Traffic - 2010 AM/PM Delay Approach and Movement (s/veh) LOS Eastbound Left 66.3 E 378.5 F Through 11.2 B 6.8 A Right 1.8 A 1.3 A Westbound Left 18.9 B 170.7 F Through 6.1 A 13.3 B Right 2.2 A 1.4 A Northbound Left 19.1 B 37.2 D Through/Right 21.9 C 18.1 B Southbound Left 63.2 E 24.4 C Through 19.3 B 26.8 C Right 5.3 A 44.6 D 16.5 B Intersection 31.8 C Traffic Impact Analysis – v2.0 Page 12 First Financial Bank in Southlake, Texas April 28, 2010 Table 5 – Traffic Delays per Vehicle and Levels of Service for Build-Out Year (2011) FM 1709 & White Chapel Blvd. 2011 Background 2011 Total AM/PM AM/PM Delay Delay Approach and Movement (s/veh) LOS (s/veh) LOS Eastbound Left 93.1 F 149.8 F 415.5 F 488.9 F Through 11.8 B 12.3 B 7.0 A 7.9 A Right 1.7 A 1.8 A 1.3 A 1.5 A Westbound Left 24.0 C 19.8 B 258.9 F 398.6 F Through 6.2 A 6.3 A 15.6 B 22.4 C Right 2.7 A 2.6 A 1.4 A 1.5 A Northbound Left 21.1 C 22.9 C 43.7 D 128.5 F Through/Right 24.5 C 22.5 C 18.9 B 17.3 B Southbound Left 103.0 F 87.0 F 25.2 C 21.5 C Through 21.3 C 20.2 C 27.6 C 24.6 C Right 5.5 A 7.1 A 49.8 D 38.6 D 20.3 C 23.8 C Intersection 37.7 D 52.1 D Traffic Impact Analysis – v2.0 Page 13 First Financial Bank in Southlake, Texas April 28, 2010 Table 6 – Traffic Delays per Vehicle and Levels of Service five years After Build-Out Year (2016) FM 1709 & White Chapel Blvd. 2016 Background 2016 Total AM/PM AM/PM Delay Delay Approach and Movement (s/veh) LOS (s/veh) LOS Eastbound Left 480.2 F 553.8 F 555.5 F 689.8 F Through 40.9 D 42.6 D 9.1 A 9.5 A Right 3.5 A 2.37 A 2.0 A 2.1 A Westbound Left 173.0 F 29.6 C 604.8 F 604.8 F Through 11.9 B 6.8 A 113.4 F 120.7 F Right 6.1 A 4.7 A 1.5 A 1.5 A Northbound Left 33.7 C 27.2 C 100.9 F 416.0 F Through/Right 38.7 D 27.6 C 19.5 B 19.6 B Southbound Left 309.0 F 297.2 F 26.8 C 26.8 C Through 33.0 C 21.5 C 28.6 C 30.8 C Right 18.4 B 14.6 B 80.3 F 80.3 F 72.3 E 73.0 E Intersection 102.5 F 122.0 F Traffic Impact Analysis – v2.0 Page 14 First Financial Bank in Southlake, Texas April 28, 2010 Driveway Analysis Tables 7 and 8 below illustrate the levels of service and average delays for the proposed shared driveways onto FM 1709 and onto White Chapel Blvd., respectively. In all development scenarios, the traffic entering each driveway has a LOS of “A”. In the build-out year, the outbound traffic during the peak hour moves with a LOS of “C” for the driveway onto FM 1709 and with a LOS of “B” for the driveway onto White Chapel. In the peak hour five years after the build-out year, the outbound turning movement onto FM 1709 operates with a LOS of “D” while the outbound turning movement onto White Chapel operates with a LOS of “B”. Table 7 – Traffic Delays per Vehicle and Levels of Service Proposed Driveway at FM 1709 Build-Out Year (2011) Five Years After Build- Out (2016) AM/PM AM/PM Delay Delay Approach and Movement (s/veh) LOS (s/veh) LOS Northbound Right 21.1 C 30.9 D 18.7 C 25.9 D Table 8 – Traffic Delays per Vehicle and Levels of Service Proposed Driveway at White Chapel Blvd. Build-Out Year (2011) Five Years After Build-Out (2016) AM/PM AM/PM Delay Delay Approach and Movement (s/veh) LOS (s/veh) LOS Eastbound Right 9.4 A 9.6 A 12.1 B 13.4 B Traffic Impact Analysis – v2.0 Page 15 First Financial Bank in Southlake, Texas April 28, 2010 IX. Access Spacing Along FM 1709 and White Chapel The proposed First Financial Bank site and Church Family property will share a single driveway onto FM 1709. Once the median is constructed, the traffic entering and leaving this driveway will be restricted to right-in and right-out turning movements only. The centerline of this proposed driveway is located approximately 505’ west of the curb line of White Chapel Blvd, and its most easterly curb return is located approximately 35’ west of the beginning of the transition for the dedicated eastbound right turn lane in FM 1709. The nearest existing driveway is located approximately 515’ (centerline to centerline) west of the proposed driveway. City of Southlake driveway separation requirements along FM 1709 require a minimum centerline driveway spacing of 500’. TXDOT access management requirements specify a minimum edge to edge driveway spacing of 360’ at a speed limit of 45 mph. The proposed driveway location meets both requirements. Another shared driveway onto White Chapel Blvd. will be located on the bank property. The centerline of this proposed driveway is approximately 250’ south of the southerly curb line of FM 1709 and approximately 255’ north of the nearest driveway to the south, as measured along the curb line of White Chapel Blvd. This proposed spacing complies with the City of Southlake driveway ordinance. X. Deceleration Lane Requirements The TXDOT Access Management manual requires that a right-turn deceleration lane be provided when the right turning volume for a street or driveway is in excess of 60 vehicles per hour. This applies for speeds greater than or equal to 45 mph. Because the majority of traffic entering the site must utilize the proposed driveway onto FM 1709, it is easily seen that the TXDOT volume requirement for a right-turn deceleration lane is exceeded in the AM peak hour of the adjacent street. Therefore, a right-turn deceleration lane is needed for this proposed driveway along FM 1709. The City of Southlake Driveway Ordinance requires a deceleration lane for speeds limits greater than 40 mph with more than 40 right turning movements per hour, or for any driveway projected to have 50 or more right-turn ingress movements per hour. The number of estimated right-turn ingress movements into the proposed driveway onto White Chapel Blvd. is approximately 26 vehicles per hour during the design hour (AM peak). Therefore, no deceleration lane is required along White Chapel Blvd. No opening in the future median to allow direct left-turn access into the proposed driveway is requested, as there does not appear to be adequate spacing from the intersection of FM 1709 and White Chapel Blvd. to provide one. Further, no additional median opening is requested on White Chapel Blvd. for the same reason. Traffic Impact Analysis – v2.0 Page 16 First Financial Bank in Southlake, Texas April 28, 2010 XI. Sight Distances Along FM 1709 and White Chapel A detailed survey of FM 1709 and White Chapel to establish sight distances has not been conducted as a part of this study. However, from field visits and photographs taken of the site, the sight distance from the proposed driveway onto FM 1709 to the west appears to be in excess of 1,000 feet. The sight distance to the east appears to be in excess of 700 feet. FM 1709 has minimal curvature or elevation change to both the east and west, and the existing geometry will allow for adequate sight distance for the proposed driveway. The sight distance from the proposed driveway onto White Chapel to the north is approximately 350 feet, while the sight distance to the south is approximately 300 feet. XII. Recommendations to Improve Future Traffic Conditions As a result of the future traffic conditions forecast in this TIA, BDI recommends the following improvements to the site to improve the flow of traffic in the future: • Provide a right-turn deceleration lane for the proposed driveway onto FM 1709. In addition, a right-turn deceleration lane is required by TXDOT access management criteria. • A Stop sign and stop bars should be provided at the proposed driveway exits onto FM 1709 and onto White Chapel. Right-turn only signs should be provided in the future median of FM 1709 and in the median of White Chapel Blvd. • The developers of the Church Family property and First Financial Bank are urged to continue their attempts to provide for common access easements with the Medical Villas development to the west of their property and the Presbyterian church property to the south and east owned by Nmen Ltd. Common access easements in one or both of these areas would allow more direct access to their property for traffic approaching their property from FM 1709 to the east and from the north and south directions on White Chapel Blvd. These common access easements would also help to relieve congestion at the intersection of FM 1709 and White Chapel Blvd. It must be noted that while efforts to provide such access agreements have been ongoing for several months, final cross-access agreements have not been forthcoming. Traffic Impact Analysis – v2.0 Page 17 First Financial Bank in Southlake, Texas April 28, 2010 XIII. Summary First Financial Bank commissioned BDI to provide this Traffic Impact Analysis in order to construct driveways onto FM 1709 and White Chapel Blvd. Because First Financial Bank shares the proposed driveways with the adjacent property (referred to as the Church Family property), the fully developed conditions of the adjacent property needed to be considered. The City of Southlake recommended that an assumption of 10,000 square feet of general office development per acre be applied to the Church Family property. BDI collected 24-hour directional counts for FM 1709 and AM and PM peak hour turning movements for the intersection of FM 1709 and White Chapel Blvd. BDI then estimated the trips generated by the proposed bank and Church Family property in accordance with the Institute of Transportation Engineers’ Trip Generation, 7th. Edition and distributed these trips along the adjacent roadways as recommended by the City of Southlake. Future traffic volumes for FM 1709 and the intersection were estimated based on a five percent annual growth rate, and the site generated trips were added to these estimated volumes to project traffic conditions for the build-out year and five years afterward. The Synchro 7 software, which uses accepted Highway Capacity Manual methodology, was used to estimate future levels of service and intersection delay times based on projected traffic volumes. The proposed driveway locations were evaluated based on TXDOT and City of Southlake access spacing criteria, sight distance criteria, and deceleration lane requirements. As a result of this analysis, a right turn deceleration lane serving the proposed driveway onto FM 1709, appropriate signage and pavement markings, and additional cross-access easements serving the Church Family property have been recommended. Appendix A Synchro 7 Output Existing Volumes (2010) - AM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 313 2166 62 47 799 171 63 375 110 130 127 133 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.966 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3419 0 1770 1863 1583 Flt Permitted 0.305 0.111 0.669 0.341 Satd. Flow (perm) 568 5085 1583 207 5085 1583 1246 3419 0 635 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 67 146 5 145 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 342 350 Travel Time (s) 6.3 8.9 7.8 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 340 2354 67 51 868 186 68 408 120 141 138 145 Shared Lane Traffic (%) Lane Group Flow (vph) 340 2354 67 51 868 186 68 528 0 141 138 145 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 66.7% 66.7% 66.7% 66.7% 66.7% 66.7% 33.3% 33.3% 0.0% 33.3% 33.3% 33.3% Maximum Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.60 0.27 0.27 0.27 0.27 0.27 v/c Ratio 1.00 0.77 0.07 0.41 0.28 0.18 0.20 0.58 0.83 0.28 0.27 Control Delay 66.3 11.2 1.8 18.9 6.1 2.2 19.1 21.9 63.2 19.3 5.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 66.3 11.2 1.8 18.9 6.1 2.2 19.1 21.9 63.2 19.3 5.3 L O S EBABAABC EBA Existing Volumes (2010) - AM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 17.7 6.0 21.5 29.1 Approach LOS B A C C Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Pretimed Maximum v/c Ratio: 1.00 Intersection Signal Delay: 16.5 Intersection LOS: B Intersection Capacity Utilization 79.6% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: FM 1709 & White Chapel Blvd. Existing Volumes (2010) - PM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 182 1348 166 192 2529 115 116 177 94 75 235 301 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.948 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3355 0 1770 1863 1583 Flt Permitted 0.098 0.143 0.448 0.550 Satd. Flow (perm) 183 5085 1583 266 5085 1583 835 3355 0 1025 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 180 125 48 2 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 342 350 Travel Time (s) 6.3 8.9 7.8 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 198 1465 180 209 2749 125 126 192 102 82 255 327 Shared Lane Traffic (%) Lane Group Flow (vph) 198 1465 180 209 2749 125 126 294 0 82 255 327 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 45.0 45.0 45.0 45.0 45.0 45.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 69.2% 69.2% 69.2% 69.2% 69.2% 69.2% 30.8% 30.8% 0.0% 30.8% 30.8% 30.8% Maximum Green (s) 41.0 41.0 41.0 41.0 41.0 41.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 41.0 41.0 41.0 41.0 41.0 41.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.63 0.63 0.63 0.63 0.63 0.63 0.25 0.25 0.25 0.25 0.25 v/c Ratio 1.72 0.46 0.17 1.24 0.86 0.12 0.61 0.34 0.33 0.56 0.84 Control Delay 378.5 6.8 1.3 170.7 13.3 1.4 37.2 18.1 24.4 26.8 44.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 378.5 6.8 1.3 170.7 13.3 1.4 37.2 18.1 24.4 26.8 44.6 LOS F A A F B A D B C C D Existing Volumes (2010) - PM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 46.2 23.5 23.8 35.3 Approach LOS DCCD Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 65 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Maximum v/c Ratio: 1.72 Intersection Signal Delay: 31.8 Intersection LOS: C Intersection Capacity Utilization 91.1% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: FM 1709 & White Chapel Blvd. Background Volumes (2011) - AM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 329 2274 65 49 839 180 66 394 116 137 133 140 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.966 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3419 0 1770 1863 1583 Flt Permitted 0.288 0.100 0.657 0.307 Satd. Flow (perm) 536 5085 1583 186 5085 1583 1224 3419 0 572 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 71 126 4 152 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 342 350 Travel Time (s) 6.3 8.9 7.8 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 358 2472 71 53 912 196 72 428 126 149 145 152 Shared Lane Traffic (%) Lane Group Flow (vph) 358 2472 71 53 912 196 72 554 0 149 145 152 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 44.0 44.0 44.0 44.0 44.0 44.0 21.0 21.0 0.0 21.0 21.0 21.0 Total Split (%) 67.7% 67.7% 67.7% 67.7% 67.7% 67.7% 32.3% 32.3% 0.0% 32.3% 32.3% 32.3% Maximum Green (s) 40.0 40.0 40.0 40.0 40.0 40.0 17.0 17.0 17.0 17.0 17.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 40.0 40.0 40.0 40.0 40.0 40.0 17.0 17.0 17.0 17.0 17.0 Actuated g/C Ratio 0.62 0.62 0.62 0.62 0.62 0.62 0.26 0.26 0.26 0.26 0.26 v/c Ratio 1.08 0.79 0.07 0.46 0.29 0.19 0.22 0.62 0.99 0.30 0.29 Control Delay 93.1 11.8 1.7 24.0 6.2 2.7 21.1 24.5 103.0 21.3 5.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 93.1 11.8 1.7 24.0 6.2 2.7 21.1 24.5 103.0 21.3 5.5 LOS F B A C A A C C F C A Background Volumes (2011) - AM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 21.6 6.4 24.1 43.2 Approach LOS C A C D Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 65 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Maximum v/c Ratio: 1.08 Intersection Signal Delay: 20.3 Intersection LOS: C Intersection Capacity Utilization 82.8% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 3: FM 1709 & White Chapel Blvd. Background Volumes (2011) - PM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 191 1415 174 202 2655 121 122 186 99 79 247 316 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.948 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3355 0 1770 1863 1583 Flt Permitted 0.098 0.129 0.424 0.532 Satd. Flow (perm) 183 5085 1583 240 5085 1583 790 3355 0 991 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 189 132 41 2 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 342 350 Travel Time (s) 6.3 8.9 7.8 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 208 1538 189 220 2886 132 133 202 108 86 268 343 Shared Lane Traffic (%) Lane Group Flow (vph) 208 1538 189 220 2886 132 133 310 0 86 268 343 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 45.0 45.0 45.0 45.0 45.0 45.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 69.2% 69.2% 69.2% 69.2% 69.2% 69.2% 30.8% 30.8% 0.0% 30.8% 30.8% 30.8% Maximum Green (s) 41.0 41.0 41.0 41.0 41.0 41.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 41.0 41.0 41.0 41.0 41.0 41.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.63 0.63 0.63 0.63 0.63 0.63 0.25 0.25 0.25 0.25 0.25 v/c Ratio 1.81 0.48 0.18 1.46 0.90 0.13 0.69 0.36 0.35 0.58 0.88 Control Delay 415.5 7.0 1.3 258.9 15.6 1.4 43.7 18.9 25.2 27.6 49.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 415.5 7.0 1.3 258.9 15.6 1.4 43.7 18.9 25.2 27.6 49.8 LOS F A A F B A D B C C D Background Volumes (2011) - PM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 50.3 31.6 26.4 38.2 Approach LOS DCCD Intersection Summary Area Type: Other Cycle Length: 65 Actuated Cycle Length: 65 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Maximum v/c Ratio: 1.81 Intersection Signal Delay: 37.7 Intersection LOS: D Intersection Capacity Utilization 95.0% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: FM 1709 & White Chapel Blvd. Background Volumes (2016) - AM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 419 2903 83 63 1071 229 84 503 147 174 170 178 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.966 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3419 0 1770 1863 1583 Flt Permitted 0.199 0.054 0.550 0.208 Satd. Flow (perm) 371 5085 1583 101 5085 1583 1025 3419 0 387 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 67 111 1 89 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 342 350 Travel Time (s) 6.3 8.9 7.8 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 455 3155 90 68 1164 249 91 547 160 189 185 193 Shared Lane Traffic (%) Lane Group Flow (vph) 455 3155 90 68 1164 249 91 707 0 189 185 193 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 78.0 78.0 78.0 78.0 78.0 78.0 42.0 42.0 0.0 42.0 42.0 42.0 Total Split (%) 65.0% 65.0% 65.0% 65.0% 65.0% 65.0% 35.0% 35.0% 0.0% 35.0% 35.0% 35.0% Maximum Green (s) 74.0 74.0 74.0 74.0 74.0 74.0 38.0 38.0 38.0 38.0 38.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 74.0 74.0 74.0 74.0 74.0 74.0 38.0 38.0 38.0 38.0 38.0 Actuated g/C Ratio 0.62 0.62 0.62 0.62 0.62 0.62 0.32 0.32 0.32 0.32 0.32 v/c Ratio 1.99 1.01 0.09 1.10 0.37 0.24 0.28 0.65 1.54 0.31 0.34 Control Delay 480.2 40.9 3.5 173.0 11.9 6.1 33.7 38.7 309.0 33.0 18.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 480.2 40.9 3.5 173.0 11.9 6.1 33.7 38.7 309.0 33.0 18.4 L O S FDAFBACD FCB Background Volumes (2016) - AM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 94.0 18.3 38.1 120.0 Approach LOS F B D F Intersection Summary Area Type: Other Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 120 Control Type: Pretimed Maximum v/c Ratio: 1.99 Intersection Signal Delay: 72.3 Intersection LOS: E Intersection Capacity Utilization 101.2% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 3: FM 1709 & White Chapel Blvd. Background Volumes (2016) - PM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 244 1806 222 257 3389 154 155 237 126 101 315 403 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.948 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3355 0 1770 1863 1583 Flt Permitted 0.111 0.111 0.336 0.462 Satd. Flow (perm) 207 5085 1583 207 5085 1583 626 3355 0 861 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 204 167 12 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 342 350 Travel Time (s) 6.3 8.9 7.8 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 265 1963 241 279 3684 167 168 258 137 110 342 438 Shared Lane Traffic (%) Lane Group Flow (vph) 265 1963 241 279 3684 167 168 395 0 110 342 438 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 66.7% 66.7% 66.7% 66.7% 66.7% 66.7% 33.3% 33.3% 0.0% 33.3% 33.3% 33.3% Maximum Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.60 0.27 0.27 0.27 0.27 0.27 v/c Ratio 2.14 0.64 0.23 2.25 1.21 0.16 1.01 0.44 0.48 0.69 1.04 Control Delay 555.5 9.1 2.0 604.8 113.4 1.5 100.9 19.5 26.8 28.6 80.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 555.5 9.1 2.0 604.8 113.4 1.5 100.9 19.5 26.8 28.6 80.3 L O S FAAFFAFB CCF Background Volumes (2016) - PM Peak 3: FM 1709 & White Chapel Blvd.3/15/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 67.0 142.1 43.8 53.8 Approach LOS E F D D Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Pretimed Maximum v/c Ratio: 2.25 Intersection Signal Delay: 102.5 Intersection LOS: F Intersection Capacity Utilization 117.5% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 3: FM 1709 & White Chapel Blvd. Total Volumes (2011) - AM Peak - Proposed Driveway Onto FM 1709 3: FM 1709 & White Chapel Blvd.4/27/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 337 2292 65 49 899 180 115 394 116 137 159 140 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.966 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3419 0 1770 1863 1583 Flt Permitted 0.266 0.111 0.620 0.319 Satd. Flow (perm) 495 5085 1583 207 5085 1583 1155 3419 0 594 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 71 131 3 127 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 222 350 Travel Time (s) 6.3 8.9 5.0 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 366 2491 71 53 977 196 125 428 126 149 173 152 Shared Lane Traffic (%) Lane Group Flow (vph) 366 2491 71 53 977 196 125 554 0 149 173 152 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 66.7% 66.7% 66.7% 66.7% 66.7% 66.7% 33.3% 33.3% 0.0% 33.3% 33.3% 33.3% Maximum Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.60 0.27 0.27 0.27 0.27 0.27 v/c Ratio 1.23 0.82 0.07 0.43 0.32 0.20 0.41 0.61 0.94 0.35 0.30 Control Delay 149.8 12.3 1.8 19.8 6.3 2.6 22.9 22.5 87.0 20.2 7.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 149.8 12.3 1.8 19.8 6.3 2.6 22.9 22.5 87.0 20.2 7.1 L O S FBABAACC FCA Total Volumes (2011) - AM Peak - Proposed Driveway Onto FM 1709 3: FM 1709 & White Chapel Blvd.4/27/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 29.2 6.3 22.5 37.0 Approach LOS C A C D Stops (vph) 240 1640 7 36 397 29 93 423 104 124 35 Fuel Used(gal) 14 34 0 1 13 2 1 6 4 3 1 CO Emissions (g/hr) 1009 2388 24 72 927 132 87 388 292 190 91 NOx Emissions (g/hr) 196 465 5 14 180 26 17 76 57 37 18 VOC Emissions (g/hr) 234 553 5 17 215 31 20 90 68 44 21 Dilemma Vehicles (#) 0 191 0 0 75 0 0 0 0 13 0 Queue Length 50th (ft) ~169 224 0 9 55 9 37 91 53 50 7 Queue Length 95th (ft) #209 289 12 #54 75 30 80 137 #152 97 44 Internal Link Dist (ft) 335 510 142 270 Turn Bay Length (ft) Base Capacity (vph) 297 3051 978 124 3051 1002 308 914 158 497 515 Starvation Cap Reductn 00000000 000 Spillback Cap Reductn 00000000 000 Storage Cap Reductn 00000000 000 Reduced v/c Ratio 1.23 0.82 0.07 0.43 0.32 0.20 0.41 0.61 0.94 0.35 0.30 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Maximum v/c Ratio: 1.23 Intersection Signal Delay: 23.8 Intersection LOS: C Intersection Capacity Utilization 83.1% ICU Level of Service E Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: FM 1709 & White Chapel Blvd. Total Volumes (2011) - PM Peak - Intersection of FM 1709 and White Chapel 3: FM 1709 & White Chapel Blvd.4/27/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 226 1497 174 202 2700 121 218 186 99 79 266 316 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.948 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3355 0 1770 1863 1583 Flt Permitted 0.111 0.111 0.422 0.550 Satd. Flow (perm) 207 5085 1583 207 5085 1583 786 3355 0 1025 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 189 132 28 1 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 222 350 Travel Time (s) 6.3 8.9 5.0 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 246 1627 189 220 2935 132 237 202 108 86 289 343 Shared Lane Traffic (%) Lane Group Flow (vph) 246 1627 189 220 2935 132 237 310 0 86 289 343 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 66.7% 66.7% 66.7% 66.7% 66.7% 66.7% 33.3% 33.3% 0.0% 33.3% 33.3% 33.3% Maximum Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.60 0.27 0.27 0.27 0.27 0.27 v/c Ratio 1.98 0.53 0.18 1.77 0.96 0.13 1.13 0.34 0.32 0.58 0.81 Control Delay 488.9 7.9 1.5 398.6 22.4 1.5 128.5 17.3 21.5 24.6 38.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 488.9 7.9 1.5 398.6 22.4 1.5 128.5 17.3 21.5 24.6 38.6 L O S FAAFCAFB CCD Total Volumes (2011) - PM Peak - Intersection of FM 1709 and White Chapel 3: FM 1709 & White Chapel Blvd.4/27/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 64.7 46.7 65.5 30.9 Approach LOS E D E C Stops (vph) 172 789 14 147 2127 11 166 198 62 225 266 Fuel Used(gal) 25 17 1 20 60 1 7 3 1 5 7 CO Emissions (g/hr) 1777 1220 58 1386 4213 80 489 181 96 347 474 NOx Emissions (g/hr) 346 237 11 270 820 15 95 35 19 68 92 VOC Emissions (g/hr) 412 283 14 321 976 18 113 42 22 80 110 Dilemma Vehicles (#) 0 125 0 0 217 0 0 0 0 22 0 Queue Length 50th (ft) ~100 109 0 ~79 318 0 ~103 42 25 90 115 Queue Length 95th (ft) #225 142 19 #199 #495 16 #222 72 59 159 #243 Internal Link Dist (ft) 335 510 142 270 Turn Bay Length (ft) Base Capacity (vph) 124 3051 1025 124 3051 1003 210 915 273 497 423 Starvation Cap Reductn 00000000 000 Spillback Cap Reductn 00000000 000 Storage Cap Reductn 00000000 000 Reduced v/c Ratio 1.98 0.53 0.18 1.77 0.96 0.13 1.13 0.34 0.32 0.58 0.81 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed Maximum v/c Ratio: 1.98 Intersection Signal Delay: 52.1 Intersection LOS: D Intersection Capacity Utilization 104.1% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: FM 1709 & White Chapel Blvd. Total Volumes (2016) - AM Peak - Intersection of FM 1709 and White Chapel 3: FM 1709 & White Chapel Blvd.4/27/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 427 2921 83 63 1131 229 133 503 147 174 196 178 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.966 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3419 0 1770 1863 1583 Flt Permitted 0.192 0.111 0.550 0.250 Satd. Flow (perm) 358 5085 1583 207 5085 1583 1025 3419 0 466 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 90 71 1 71 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 222 350 Travel Time (s) 6.3 8.9 5.0 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 464 3175 90 68 1229 249 145 547 160 189 213 193 Shared Lane Traffic (%) Lane Group Flow (vph) 464 3175 90 68 1229 249 145 707 0 189 213 193 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 66.7% 66.7% 66.7% 66.7% 66.7% 66.7% 33.3% 33.3% 0.0% 33.3% 33.3% 33.3% Maximum Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.60 0.27 0.27 0.27 0.27 0.27 v/c Ratio 2.16 1.04 0.09 0.55 0.40 0.25 0.53 0.78 1.52 0.43 0.41 Control Delay 553.8 42.6 1.7 29.6 6.8 4.7 27.2 27.6 297.2 21.5 14.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 553.8 42.6 1.7 29.6 6.8 4.7 27.2 27.6 297.2 21.5 14.6 L O S FDACAACC FCB Total Volumes (2016) - AM Peak - Intersection of FM 1709 and White Chapel 3: FM 1709 & White Chapel Blvd.4/27/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 105.2 7.5 27.5 106.8 Approach LOS F A C F Stops (vph) 350 2348 9 44 532 71 115 561 130 157 92 Fuel Used(gal) 54 65 0 1 17 3 2 8 13 3 2 CO Emissions (g/hr) 3774 4527 30 100 1202 205 112 551 890 241 167 NOx Emissions (g/hr) 734 881 6 19 234 40 22 107 173 47 32 VOC Emissions (g/hr) 875 1049 7 23 279 47 26 128 206 56 39 Dilemma Vehicles (#) 0 226 0 0 94 0 0 0 0 17 0 Queue Length 50th (ft) ~205 ~470 0 13 74 25 45 123 ~99 63 35 Queue Length 95th (ft) #366 #564 13 #73 98 53 96 #188 #207 118 84 Internal Link Dist (ft) 335 510 142 270 Turn Bay Length (ft) Base Capacity (vph) 215 3051 986 124 3051 978 273 912 124 497 474 Starvation Cap Reductn 00000000 000 Spillback Cap Reductn 00000000 000 Storage Cap Reductn 00000000 000 Reduced v/c Ratio 2.16 1.04 0.09 0.55 0.40 0.25 0.53 0.78 1.52 0.43 0.41 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 120 Control Type: Pretimed Maximum v/c Ratio: 2.16 Intersection Signal Delay: 73.0 Intersection LOS: E Intersection Capacity Utilization 101.5% ICU Level of Service G Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: FM 1709 & White Chapel Blvd. Total Volumes (2016) - PM Peak - Intersection of FM 1709 and White Chapel Blvd. 3: FM 1709 & White Chapel Blvd.4/28/2010 Baseline Synchro 7 - Light: Report Page 1 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 279 1888 222 257 3434 154 251 237 126 101 334 403 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 0.91 1.00 1.00 0.91 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.850 0.850 0.948 0.850 Flt Protected 0.950 0.950 0.950 0.950 Satd. Flow (prot) 1770 5085 1583 1770 5085 1583 1770 3355 0 1770 1863 1583 Flt Permitted 0.111 0.111 0.302 0.462 Satd. Flow (perm) 207 5085 1583 207 5085 1583 563 3355 0 861 1863 1583 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 183 167 10 Link Speed (mph) 45 45 30 40 Link Distance (ft) 415 590 222 350 Travel Time (s) 6.3 8.9 5.0 6.0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 303 2052 241 279 3733 167 273 258 137 110 363 438 Shared Lane Traffic (%) Lane Group Flow (vph) 303 2052 241 279 3733 167 273 395 0 110 363 438 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) 12 12 12 12 Link Offset(ft)0000 Crosswalk Width(ft) 16 16 16 16 Two way Left Turn Lane Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) 15 9 15 9 15 9 15 9 Turn Type Perm Perm Perm Perm Perm Perm Perm Protected Phases 4826 Permitted Phases 4 4 8 8 2 6 6 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 40.0 40.0 40.0 40.0 40.0 40.0 20.0 20.0 0.0 20.0 20.0 20.0 Total Split (%) 66.7% 66.7% 66.7% 66.7% 66.7% 66.7% 33.3% 33.3% 0.0% 33.3% 33.3% 33.3% Maximum Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr)00000000 000 Act Effct Green (s) 36.0 36.0 36.0 36.0 36.0 36.0 16.0 16.0 16.0 16.0 16.0 Actuated g/C Ratio 0.60 0.60 0.60 0.60 0.60 0.60 0.27 0.27 0.27 0.27 0.27 v/c Ratio 2.44 0.67 0.24 2.25 1.22 0.16 1.82 0.44 0.48 0.73 1.04 Control Delay 689.8 9.5 2.3 604.8 120.7 1.5 416.0 19.6 26.8 30.8 80.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 689.8 9.5 2.3 604.8 120.7 1.5 416.0 19.6 26.8 30.8 80.3 L O S FAAFFAFB CCF Total Volumes (2016) - PM Peak - Intersection of FM 1709 and White Chapel Blvd. 3: FM 1709 & White Chapel Blvd.4/28/2010 Baseline Synchro 7 - Light: Report Page 2 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Approach Delay 88.2 148.3 181.6 54.1 Approach LOS F F F D Stops (vph) 244 1144 29 211 2746 13 197 279 85 283 326 Fuel Used(gal) 43 24 1 36 146 1 23 4 2 7 12 CO Emissions (g/hr) 3019 1711 87 2539 10199 100 1592 253 135 466 835 NOx Emissions (g/hr) 587 333 17 494 1984 20 310 49 26 91 163 VOC Emissions (g/hr) 700 397 20 588 2364 23 369 59 31 108 194 Dilemma Vehicles (#) 0 157 0 0 234 0 0 0 0 27 0 Queue Length 50th (ft) ~146 157 8 ~127 ~629 0 ~154 60 33 119 ~177 Queue Length 95th (ft) #283 203 31 #259 #723 18 #281 96 78 #231 #330 Internal Link Dist (ft) 335 510 142 270 Turn Bay Length (ft) Base Capacity (vph) 124 3051 1023 124 3051 1017 150 902 230 497 422 Starvation Cap Reductn 00000000 000 Spillback Cap Reductn 00000000 000 Storage Cap Reductn 00000000 000 Reduced v/c Ratio 2.44 0.67 0.24 2.25 1.22 0.16 1.82 0.44 0.48 0.73 1.04 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed Maximum v/c Ratio: 2.44 Intersection Signal Delay: 122.0 Intersection LOS: F Intersection Capacity Utilization 126.6% ICU Level of Service H Analysis Period (min) 15 ~ Volume exceeds capacity, queue is theoretically infinite. Queue shown is maximum after two cycles. # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 3: FM 1709 & White Chapel Blvd. Total Volumes (2011) - AM Peak - Proposed Driveway Onto FM 1709 1: Int 4/27/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 2694 145 0 1128 0 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 2928 158 0 1226 0 27 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 532 pX, platoon unblocked 0.93 vC, conflicting volume 3086 3337 976 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 3086 3250 976 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 89 cM capacity (veh/h) 104 7 251 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 Volume Total 976 976 976 158 409 409 409 27 Volume Left 00000000 Volume Right 0 0 0 158 0 0 0 27 cSH 1700 1700 1700 1700 1700 1700 1700 251 Volume to Capacity 0.57 0.57 0.57 0.09 0.24 0.24 0.24 0.11 Queue Length 95th (ft)00000009 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 21.1 Lane LOS C Approach Delay (s) 0.0 0.0 21.1 Approach LOS C Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 62.1% ICU Level of Service B Analysis Period (min) 15 Total Volumes (2011) - PM Peak - Proposed Driveway Onto FM 1709 1: Int 4/27/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 1897 110 0 1128 0 117 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 2062 120 0 1226 0 127 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 532 pX, platoon unblocked vC, conflicting volume 2182 2471 687 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2182 2471 687 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 67 cM capacity (veh/h) 240 25 389 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 Volume Total 687 687 687 120 409 409 409 127 Volume Left 00000000 Volume Right 0 0 0 120 0 0 0 127 cSH 1700 1700 1700 1700 1700 1700 1700 389 Volume to Capacity 0.40 0.40 0.40 0.07 0.24 0.24 0.24 0.33 Queue Length 95th (ft)0000000 3 5 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 18.7 Lane LOS C Approach Delay (s) 0.0 0.0 18.7 Approach LOS C Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 50.6% ICU Level of Service A Analysis Period (min) 15 Total Volumes (2016) - AM Peak - Proposed Driveway onto FM 1709 1: Int 4/27/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 3431 145 0 1128 0 25 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 3729 158 0 1226 0 27 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 532 pX, platoon unblocked 0.93 vC, conflicting volume 3887 4138 1243 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 3887 4112 1243 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 84 cM capacity (veh/h) 49 2 166 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 Volume Total 1243 1243 1243 158 409 409 409 27 Volume Left 00000000 Volume Right 0 0 0 158 0 0 0 27 cSH 1700 1700 1700 1700 1700 1700 1700 166 Volume to Capacity 0.73 0.73 0.73 0.09 0.24 0.24 0.24 0.16 Queue Length 95th (ft)0000000 1 4 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 30.9 Lane LOS D Approach Delay (s) 0.0 0.0 30.9 Approach LOS D Intersection Summary Average Delay 0.2 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 Total Volumes (2016) - PM Peak - Proposed Driveway Onto FM 1709 1: Int 4/28/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 2389 110 0 4088 0 117 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 2597 120 0 4443 0 127 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 532 pX, platoon unblocked 0.42 vC, conflicting volume 2716 4078 866 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2716 3493 866 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 57 cM capacity (veh/h) 147 2 297 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 Volume Total 866 866 866 120 1481 1481 1481 127 Volume Left 00000000 Volume Right 0 0 0 120 0 0 0 127 cSH 1700 1700 1700 1700 1700 1700 1700 297 Volume to Capacity 0.51 0.51 0.51 0.07 0.87 0.87 0.87 0.43 Queue Length 95th (ft)0000000 5 1 Control Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 25.9 Lane LOS D Approach Delay (s) 0.0 0.0 25.9 Approach LOS D Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 82.3% ICU Level of Service E Analysis Period (min) 15 Total Volumes (2011) - AM Peak - Proposed Driveway Onto White Chapel 13: White Chapel Blvd. & 4/28/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 25 0 0 273 26 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 27 0 0 297 28 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 222 pX, platoon unblocked vC, conflicting volume 311 162 325 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 311 162 325 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 657 854 1231 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 27 0 0 198 127 Volume Left 00000 Volume Right 27 0 0 0 28 cSH 854 1700 1700 1700 1700 Volume to Capacity 0.03 0.00 0.00 0.12 0.07 Queue Length 95th (ft)20000 Control Delay (s) 9.4 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.4 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.7 Intersection Capacity Utilization 18.4% ICU Level of Service A Analysis Period (min) 15 Total Volumes (2011) - PM Peak - Proposed Driveway Onto White Chapel Blvd. 13: White Chapel Blvd. & 4/28/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 117 0 0 642 19 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 127 0 0 698 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 222 pX, platoon unblocked vC, conflicting volume 708 359 718 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 708 359 718 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 80 100 cM capacity (veh/h) 369 637 879 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 127 0 0 465 253 Volume Left 00000 Volume Right 127 0 0 0 21 cSH 637 1700 1700 1700 1700 Volume to Capacity 0.20 0.00 0.00 0.27 0.15 Queue Length 95th (ft) 18 0000 Control Delay (s) 12.1 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 12.1 0.0 0.0 Approach LOS B Intersection Summary Average Delay 1.8 Intersection Capacity Utilization 32.3% ICU Level of Service A Analysis Period (min) 15 Total Volumes (2016) - AM Peak - Proposed Driveway onto White Chapel 13: White Chapel Blvd. & 4/28/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 25 0 0 342 26 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 27 0 0 372 28 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 222 pX, platoon unblocked vC, conflicting volume 386 200 400 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 386 200 400 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 97 100 cM capacity (veh/h) 590 808 1155 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 27 0 0 248 152 Volume Left 00000 Volume Right 27 0 0 0 28 cSH 808 1700 1700 1700 1700 Volume to Capacity 0.03 0.00 0.00 0.15 0.09 Queue Length 95th (ft)30000 Control Delay (s) 9.6 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.6 0.0 0.0 Approach LOS A Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 20.3% ICU Level of Service A Analysis Period (min) 15 Total Volumes (2016) - PM Peak - Proposed Driveway Onto White Chapel Blvd. 13: White Chapel Blvd. & 4/28/2010 Baseline Synchro 7 - Light: Report Page 1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Volume (veh/h) 0 117 0 0 813 19 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 0 127 0 0 884 21 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 222 pX, platoon unblocked vC, conflicting volume 894 452 904 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 894 452 904 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 77 100 cM capacity (veh/h) 281 555 748 Direction, Lane # EB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 127 0 0 589 315 Volume Left 00000 Volume Right 127 0 0 0 21 cSH 555 1700 1700 1700 1700 Volume to Capacity 0.23 0.00 0.00 0.35 0.19 Queue Length 95th (ft) 22 0000 Control Delay (s) 13.4 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 13.4 0.0 0.0 Approach LOS B Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 37.0% ICU Level of Service A Analysis Period (min) 15 Appendix B Traffic Count Data