Loading...
Item 6C VerizonTraffic Impact Study Report Final (11-05-18)TRAFFIC IMPACT STUDY Verizon Facility Southlake, Texas November 2018 Prepared for Wick Fisher White S. P. Ei007M rMEN .................................., 94J03 r mom HALFF 9 ; ,:mac ttt�ttti mom �ati�`~�� 1201 North Bowser Road P µ1 1105120 1 8 Richardson, Texas 75081 Firm Registration No. 312 AVO 32534 Verizon Facility November 2018 Southlake, Texas AVO 32534 Table of Contents I. INTRODUCTION................................................................................................................1 1.1 Proposed Site Changes................................................................................................1 II. ANALYSIS 2.1 Traffic Volumes.............................................................................................................2 2.1.1 Existing Traffic Patterns.........................................................................................2 2.1.2 Projected Background Traffic Patterns..................................................................2 2.2 Queuing Theory............................................................................................................2 2.3 Main Drive Capacity.....................................................................................................3 2.3.1 Design Elements...................................................................................................3 2.3.2 Impedance Elements.............................................................................................3 2.4 RESULTS.....................................................................................................................4 2.5 Intersection Analysis Results........................................................................................5 2.5.1 Existing Conditions................................................................................................5 2.5.2 Projected Traffic Conditions...................................................................................5 2.6 Queuing Analysis..........................................................................................................6 2.6.1 Projected Average and Max Queues.....................................................................6 2.6.2 On -Site Circulation................................................................................................7 III. SUMMARY AND RECOMMENDATIONS........................................................................9 i ;■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 List of Figures Figure1 - Area Map....................................................................................................................1 List of Tables Table 1 — Level -of -Service Criteria for Unsignalized Intersections..............................................4 Table 2 — Level -of -Service Criteria for Signalized Intersections..................................................4 Table 3 — LOS Summary for Existing Conditions........................................................................5 Table 4 — LOS Summary for Projected Conditions......................................................................5 Table 5 — Projected Vehicle Queue Length for Varying Service Rates........................................7 ii ;■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 INTRODUCTION Halff Associates, Inc. (Halff) conducted a Traffic Study (TIS) for Wick Fisher White related to the existing Verizon Facility located in Southlake, Texas. The following report is an update from the previous TIS report submitted in September 2018. Figure 1 below is a map detailing the site location. Figure 1 - Area Map The existing facility is located on the northeast quadrant of SH 114 and Dove Road. Along the southern edge of the site is Dove Road, which ranges from a 2 -lane undivided roadway to a 4 - lane divided. Along the east side of the site is Kirkwood Boulevard, which also ranges from a 2 - lane undivided roadway to a 4 -lane divided roadway. Along the west side is SH 114, which is a controlled access freeway. Access to the existing site is via two driveways. The main entrance is from Dove Road and a secondary entrance is located on Kirkwood Boulevard. 1.1 Proposed Site Changes As part of an effort to increase security at the site, it is being proposed that the secondary drive be closed and all traffic in and out of the site occur through the main driveway. Additionally, the main driveway would be gated and employees/visitors would be required to enter via card reader or by checking in with a security guard. 1- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 II. ANALYSIS Halff used standard transportation engineering practices in conducting the traffic study for the facility. The focus of the study was to examine the potential for queuing at the main drive once a security gate is installed and employees are required to use a card reader/security guard for entry. The traffic study examined the projected impacts of the changes to the site at the intersection of the main driveway and Dove Road. It is noted that a signal warrant study for the intersection of Dove Road at Kirkwood Boulevard was prepared for a development project unrelated to the Verizon site. That study recommended that a traffic signal be installed at the subject intersection. The signal has been installed and is operational. 2.1 Traffic Volumes For the update, turning movement counts were collected at the existing driveway intersections, main driveway at Dove Road and the secondary drive at Kirkwood Boulevard, and at the signalized intersection of Dove Road at Kirkwood Boulevard. The data collection times included the morning (7:00 to 9:00 AM) and an afternoon/evening (2:00 to 6:00 PM) peak. The peak hour for the AM peak, PM peak, and School PM peak were selected based on that data. Copies of the traffic count data can be found Appendix A. 2.1.1 Existing Traffic Patterns Exhibits 1 through 3 in Appendix B show the existing turning movement volumes at the driveways serving the site and the study intersection for the peak hours. Based on the collected data, the secondary drive off of Kirkwood Boulevard carries only a small portion of the overall traffic for the site (less than 10 percent of daily and peak hour volumes). Truck traffic at the site is approximately three (3) percent of the total traffic. 2.1.2 Projected Background Traffic Patterns With the proposed change to make the secondary drive and exit only, all traffic into the site would enter at the main drive. Restriction of entering traffic at the secondary drive results in an increase in entering volumes at the main driveway. The amount of increase varies, but the overall increase for the combined three peak hours (AM, PM, and School PM) in 9.5 percent (115 vehicles to 126 vehicles). Exhibits 4 through 6 in Appendix B show the projected volumes at the site driveways and study intersection with the proposed change in place for the peak hours. 2.2 Queuing Theory The queuing theory and methodologies used in the preparation of this report are based on information contained in the traffic engineering text, Traffic Flow Fundamentals by Adolf D. May. The procedure used to calculate projected queues required the input of two variables: gate capacity and projected gate volume or demand. Gate capacity is the amount of vehicles that can pass through the security check point in a given amount of time and is typically measured in vehicles per hour. Gate demand is the actual number of vehicles passing through the gate in the specified time and is also measured in vehicles per hour. - 2- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 Knowing the average capacity and demand volumes at the main gate allows the application of queuing theory equations and methodologies to calculate queue lengths for given conditions. In general, when level of demand approaches (or exceeds) capacity, a queue of vehicles is formed. The excess vehicles are stored (or queued) upstream of the restriction point or service area, such as the main entry, and their passage through the service area is delayed. This queue will be present until a point at which the demand drops below the capacity and remains low enough for the queue to clear the service area. In this study, the vehicular demand at the main gate was determined based on observed conditions at the main drive gate for both the peak 15 -minute and peak one-hour period of demand. 2.3 Main Drive Capacity The capacity of a gate/driveway is a function of design and impedance. Design refers to elements that are "built in" or always present. Impedance refers to elements that impact capacity, but are subject to variability. 2.3.1 Design Elements As stated above, design refers to elements that are always present such as the width and number of traffic lanes. In this case, there is currently a single inbound lane at the main driveway. There are no gates or guard house that require inbound vehicles to stop. Under the proposed conditions, there will be a gate and guard house at the main entry. Employees entering the site will be required to check in a guard house or use a card reader to open the gated access for entry. At this time, it has not yet been determined if there will be a single lane for access or two lanes. For employees utilizing a card reader to open gate, the average service time is 7 to 10 seconds. This is the total time from the moment the employee slows to enter the gate area, pulls up to the gate/reader, actives the gate, and then clears the gate area. This corresponds to approximately 350 to 500 vehicles per hour. 2.3.2 Impedance Elements Now it is necessary to examine the potential impedances to the driveway operations, which are elements that are not regularly present in daily operations. Any blockage of traffic flow through the main gate would reduce the capacity at the gate and depending on the severity, could result in excess queue formation. For this facility, the most likely impedance would be visitors and delivery trucks that do not have a card to active the gate, or employees who do not have their gate card with them. Drivers of these vehicles would be required to check in with a guard before being allowed entry into the site. Average service time for this type of check-in can range from 20 to 40 seconds, which corresponds to a service rate of 90 to 180 vehicles per hour. - 3- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 2.4 RESULTS All analyses of the study intersections and driveways were conducted using the Synchro 10 traffic analysis software package. Copies of the analysis reports can be found in Appendix C. Table 1 below details the LOS rankings for unsignalized intersections based on the information provided in the Highway Capacity Manual (HCM). Table 2 summarizes the LOS rankings for signalized intersections. LOS rankings shown in the results section are based on the combined average delay for all approaches at the study intersections. At unsignalized intersections where only two (or one) approaches are controlled (stop or yield); the LOS ranking shown is based on the worst approach. Table 1 — Level -of -Service Criteria for Unsignalized Intersections LOS Characteristics Average Stopped Dela sec / veh A Completely free-flow conditions <_ 10.0 B Indicative of free-flow conditions, although the presence of other vehicles is noticeable > 10.0 and <_ 15.0 C The influence of traffic density on operations becomes marked > 15.0 and <_ 25.0 D The ability to maneuver is severely restricted due to congestion > 25.0 and <_ 35.0 E Operations are at or near capacity and are unstable > 35.0 and <_ 50.0 F Forced flow or breakdown characterized by queues > 50.0 Table 2 — Level -of -Service Criteria for Signalized Intersections LOS Characteristics Average Stopped Dela sec/veh A No delays at intersection with smooth progression of traffic. Uncongested operations; all vehicles clear in a single signal cycle. <-10.0 B >10.0 and :-20.0 C Moderate delays at intersections with satisfactory to good progression of traffic. >20.0 and :535.0 Light congestion; occasional backups on critical approaches. 40 -percent probability of delays of one cycle or more at every intersection. No progression of traffic along the roadway with 90 percent probability of being D stopped at every intersection experiencing "D" condition. Significant congestion >35.0 and :_55.0 on critical approaches, but intersections are functional. Vehicles are required to wait through more than one cycle during short peaks. No long standing lines formed. Heavy traffic flow condition. Delays of two or more cycles are probable. No E progression. 100 percent probability of stopping at intersection. Blockage of >55.0 and :_80.0 intersection may occur if traffic signal does not provide for protected turning movements. Unstable flow. Heavy congestion. Traffic moves in forced flow condition. Three F or more cycles to pass through intersection. Total breakdown with stop -and -go >80.0 operations. - 4- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 2.5 Intersection Analysis Results 2.5.1 Existing Conditions Table 3 below summarizes the LOS ranking for the site driveways and Dove Road at Kirkwood Boulevard for the AM, PM, and School PM peak hours for the existing conditions. Table 3 — LOS Summary for Existing Conditions As can be seen in the table above, there is minimal delay to the outbound vehicles at both the main and secondary driveways serving the site. Further examination of the Synchro reports (See Appendix C) shows that the eastbound left -turn from Dove Road entering the site operates at a LOS rank of A during both the AM and PM peak hours. The estimated 95 percentile queue, or maximum queue, for the inbound left -turn is less than one vehicle in length. 2.5.2 Projected Traffic Conditions Table 3Table 4 below summarizes the LOS ranking for the site driveways for the AM and PM peak hours for the projected conditions. Table 4 — LOS Summary for Projected Conditions AM Peak PM Peak School PM Peak Intersection LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) Main Drive at Dove Road B 10.3 B 11.8 A 9.5 (SB approach) Secondary Drive at Kirkwood Blvd B 14.1 B 11.8 A 9.4 (EB approach) Dove Road at Kirkwood Blvd B 18.1 B 15.0 B 18.4 As can be seen in the table above, there is minimal delay to the outbound vehicles at both the main and secondary driveways serving the site. Further examination of the Synchro reports (See Appendix C) shows that the eastbound left -turn from Dove Road entering the site operates at a LOS rank of A during both the AM and PM peak hours. The estimated 95 percentile queue, or maximum queue, for the inbound left -turn is less than one vehicle in length. 2.5.2 Projected Traffic Conditions Table 3Table 4 below summarizes the LOS ranking for the site driveways for the AM and PM peak hours for the projected conditions. Table 4 — LOS Summary for Projected Conditions The results in the table above show that closure of the secondary drive to inbound traffic will have a negligible impact on the operations of the main driveway nor the signalized intersection. Based on the analyses, the small increase in volumes at the main drive will not cause a significant increase in the overall delay for outbound traffic, nor the eastbound left -turn into the site. - 5- :■; HALFF AM Peak PM Peak School PM Peak Intersection LOS Delay (sec) LOS Delay (sec) LOS Delay (sec) Main Drive at Dove Road B 10.3 B 11.8 A 9.7 (SB approach) Secondary Drive at Kirkwood Blvd B 14.1 B 11.8 A 9.4 (EB approach) Dove Road at Kirkwood Blvd B 18.1 B 15.0 B 18.4 The results in the table above show that closure of the secondary drive to inbound traffic will have a negligible impact on the operations of the main driveway nor the signalized intersection. Based on the analyses, the small increase in volumes at the main drive will not cause a significant increase in the overall delay for outbound traffic, nor the eastbound left -turn into the site. - 5- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 2.6 Queuing Analysis As was stated above, the length of a queue is determined by two factors; the capacity, or mean service rate per channel (represented by the symbol p), and the demand, or mean arrival rate (represented by the symbol A). Dividing the arrival rate by the service rate calculates the traffic intensity factor (represented by the symbol p) as shown below. Once the traffic intensity factor (p) has been calculated, it is input into the following equation to determine the average number of vehicles in the system [E(n)], which is both vehicles waiting in queue and at the main gate. E(n) — P 1—p To determine the maximum queue, also known as the 95th percentile queue, it is necessary to use the following equation: P(n) = pn(1 — p) The above equation gives the probability of exactly n units in the system. By substituting a possible queue length (i.e., 4 for four vehicles in queue) in the equation for n, the probability of that number of vehicles can be calculated. Therefore, the 95th percentile, or maximum queue, is determined to be queue length where the probability of that queue length is below 5 percent. For example, if p is equal to 0.50 and we assume four (4) vehicles in queue, the equation would be: P(4) = 0.504(1 — 0.50) = 0.031 or 3.1% Therefore, the probability of having four (4) vehicles total in queue is around 3%, or conversely, 97% of the time, the queue will be four (4) vehicles or less. 2.6.1 Projected Average and Max Queues From section 2.3 above, it was determined that a card reader activated gate will have a capacity between 350 and 500 vehicles per hour, and the guard check-in will range from 90 to 180 vehicles per hour. Based on the collected traffic data, the peak 15 min arrival rate at the main driveway will be approximately 40 vehicles in the 15 -minute period. The peak hour arrival rate is and average of 100 vehicles per hour. Utilizing these service and arrival rates, both average queues and maximum queues were calculated. These are summarized in Table 5 below. - 6- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 Table 5 — Projected Vehicle Queue Length for Varying Service Rates Service Rate (s/veh) Capacity (veh/hr) Projected Queue (vehicles) Peak 15 min (40 veh) Peak Hour (100 veh) Average Max Average Max 7 seconds 500 < 1 3 < 1 2 10 seconds 350 1 4 < 1 3 20 seconds 180 8 8 1.25 4 40 seconds 90 Exceeds capacity Exceeds capacity Exceeds capacity Exceeds capacity Examination of the results presented in the table above shows that a card reading entry gate will adequately serve the anticipated demand. The average queue is projected to be less than one (1) vehicle, which means the gate area will sit empty at times, even during the peak periods. The maximum queue is projected to not be more than four (4) vehicles, which is approximately 100 feet in length. The existing main drive has sufficient length to store the projected maximum queue for card reader operations. If entry to the site by check-in at the guard house only is utilized in place of a card reader, the peak 15 -minute arrival rate (40 vehicles) is very close to the service rate (45 vehicles). As a result, the traffic intensity factor is 0.89 and the resulting projected queue for the peak 15 -minute period increases to 8 vehicles. Thus, the projected queue would exceed the on-site storage. For the peak hour of arrival, the average queue would have a minor increase to approximately 1.25 vehicles hour. Furthermore, if the average service time is more than 20 seconds per vehicle, the traffic intensity factor exceeds one, which indicates that the demand exceeds the capacity. The result is extensive queuing during the peak hours of operation. Therefore, it is recommended that a card reader be used for employee access. Furthermore, it is recommended that there be a separate lane for employees to use the card reader. The length of the lane will need to be a minimum of 50 feet long, which will minimize the possibility of the lane being blocked by the semi -tractor trailer that is stopped at the guard house to check in. Projected queuing of truck traffic is projected to be minimal. Based on the collected traffic data, the truck arrival rate (includes both single -unit trucks and semi -tractor trailers) is less than one (1) truck every 15 minutes. Both the average queue and the maximum que will be no more than one truck in length. This assumes that there are two service lanes, one lane with a card reader for employees and one for all other traffic that goes through check-in with a guard. 2.6.2 On -Site Circulation As part of the traffic study, it was requested that Halff examine the on-site circulation, with a focus on potential impacts of the proposed closure of the secondary drive and the possible realignment of the entrance drive to accommodate on-site queues. Based on the results of the queuing study, the projected queues can be contained within the length of the existing driveway, therefore, no realignment of the driveway is necessary. It is anticipated that the driveway will be widened to accommodate two inbound lanes of traffic. Given - 7- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 that the main drive will not be relocated, there should be no material impact to the existing circulation on the site. Trucks will continue to circulate around the site in a clockwise direction to access the loading bays and employees will have direct access to the parking areas. - 8- :■; HALFF Verizon Facility November 2018 Southlake, Texas AVO 32534 III. SUMMARY AND RECOMMENDATIONS The following list of finding and recommendations is based on the results of the analyses presented in the report above: • Conversion of the secondary drive on Kirkwood Boulevard to exit only will have negligible impact on site operations. The secondary drive serves less than 10 percent of the overall inbound traffic. • Truck traffic represents approximately three (3) percent of the total traffic. • For card reader operations at the main drive, the average queue is projected to be less the one (1) vehicle and the maximum queue will be no more than four (4) vehicles during either the peak 15 -minute period, or the peak hour. • Projected truck queues (both average and maximum) will be no greater than one truck. • The existing main entry drive has sufficient storage length for the projected maximum queue. • Halff recommends that the existing driveway remain in its current location, but that the driveway be widened to accommodate an additional inbound traffic lane. It is recommended that the additional lane be approximately 50 feet in length, which will allow employees to bypass any queue at the guard house lane, minimizing the potential blocking of the employee entrance. • Impacts to on-site circulation, as a result of the proposed changes, will be minimal and should not affect traffic operations on the site. • The proposed change in operation has no discernable impact on the operation of the signalized intersection at Dove Road at Kirkwood Boulevard. - 9- :■; HALFF Verizon Facility Southlake, Texas AVO 32534 APPENDIX A Traffic Count Data - A - :■; HALFF GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turnina Movement Data Count Name: VERIZON MAIN DRIVE @ DOVE RD Site Code: Start Date: 10/24/2018 Page No: 1 Start Time Left VERIZON MAIN DRIVE Southbound Thru Right U -Turn App. Total Left Thru DOVE RD Westbound Right U -Turn App. Total Left Northbound St. Northbound Thru Right U -Tum App. Total Left Thru DOVE RD Eastbound Right U -Turn App. Total Int. Total 7:00 AM 1 0 12 1 14 0 45 0 0 45 0 0 0 0 0 21 61 0 0 82 141 7:15 AM 0 0 2 1 3 0 62 0 0 62 0 0 0 0 0 11 141 0 0 152 217 7:30 AM 0 0 3 0 3 0 125 1 0 126 0 0 0 0 0 24 184 0 0 208 337 7:45 AM 0 0 3 0 3 0 146 1 0 147 0 0 0 0 0 24 181 0 0 205 355 Hourly Total 1 0 20 2 23 0 378 2 0 380 0 0 0 0 0 80 567 0 0 647 1050 8:00 AM 0 0 7 0 7 0 51 1 0 52 0 0 0 0 0 21 139 0 0 160 219 8:15 AM 0 0 1 0 1 0 58 1 0 59 0 0 0 0 0 32 121 0 1 154 214 8:30 AM 0 0 6 1 7 0 34 0 0 34 0 0 0 0 0 35 92 0 0 127 168 8:45 AM 0 0 3 0 3 0 51 2 0 53 0 0 0 0 0 32 69 0 0 101 157 Hourly Total 0 0 17 1 18 0 194 4 0 198 0 0 0 0 0 120 421 0 1 542 758 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 .,:. BREAK- HourlyTotal 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1 2:00 PM 0 0 5 0 5 0 27 0 0 27 0 0 0 0 0 8 33 0 0 41 73 2:15 PM 0 0 8 0 8 0 41 1 0 42 0 0 0 0 0 4 45 0 0 49 99 2:30 PM 0 0 16 0 16 0 40 1 0 41 0 0 0 0 0 5 42 0 1 48 105 2:45 PM 0 0 24 0 24 0 47 0 0 47 0 0 0 0 0 14 47 0 0 61 132 Hourly Total 0 0 53 0 53 0 155 2 0 157 0 0 0 0 0 31 167 0 1 199 409 3:00 PM 1 0 29 0 30 0 115 3 0 118 0 0 0 0 0 2 44 0 0 46 194 3:15 PM 0 0 15 0 15 0 74 0 0 74 0 0 0 0 0 2 25 0 0 27 116 3:30 PM 1 0 20 0 21 0 84 1 0 85 0 0 0 0 0 1 39 0 2 42 148 3:45 PM 0 0 19 0 19 0 86 0 0 86 0 0 0 0 0 2 51 0 0 53 158 Hourly Total 2 0 83 0 85 0 359 4 0 363 0 0 0 0 0 7 159 0 2 168 616 4:00 PM 1 0 34 0 35 0 105 0 0 105 0 0 0 0 0 1 43 0 0 44 184 4:15 PM 2 0 30 1 33 0 127 0 0 127 0 0 0 0 0 0 41 0 0 41 201 4:30 PM 1 0 31 0 32 0 156 0 0 156 0 0 0 0 0 0 38 0 0 38 226 4:45 PM 0 0 23 0 23 0 130 1 0 131 0 0 0 0 0 0 41 0 0 41 195 Hourly Total 4 0 118 1 123 0 518 1 0 519 0 0 0 0 0 1 163 0 0 164 806 5:00 PM 3 0 26 0 29 0 173 0 0 173 0 0 0 0 0 1 42 0 0 43 245 5:15 PM 3 0 18 1 22 0 150 0 0 150 0 0 0 0 0 2 45 0 0 47 219 5:30 PM 2 0 9 0 11 0 127 0 1 128 0 0 0 0 0 2 53 0 0 55 194 5:45 PM 1 0 15 0 16 0 94 0 0 94 0 3 0 0 3 0 28 0 0 28 141 Hourly Total 9 0 68 1 78 0 544 0 1 545 0 3 0 0 3 5 168 0 0 173 799 6:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 Grand Total 16 0 359 5 380 0 2149 13 1 2163 0 3 0 0 3 245 1645 0 4 1894 4440 Approach % 4.2 0.0 94.5 1.3 - 0.0 99.4 0.6 0.0 - 0.0 100.0 0.0 0.0 - 12.9 86.9 0.0 0.2 - - Total % 0.4 0.0 8.1 0.1 8.6 0.0 48.4 0.3 0.0 48.7 0.0 0.1 0.0 0.0 0.1 5.5 37.0 0.0 0.1 42.7 Lights 16 0 358 4 378 0 2117 12 1 2130 0 3 0 0 3 245 1625 0 4 1874 4385 Lights 100.0 - 99.7 80.0 99.5 - 98.5 92.3 100.0 98.5 - 100.0 - - 100.0 100.0 98.8 - 100.0 98.9 98.8 Mediums 0 0 1 1 2 0 29 0 0 29 0 0 0 0 0 0 20 0 0 20 51 Mediums 0.0 - 0.3 20.0 0.5 - 1.3 0.0 0.0 1.3 - 0.0 - - 0.0 0.0 1.2 - 0.0 1.1 1.1 Articulated Trucks 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 0 0 0 0 0 4 Articulated Trucks 0.0 - 0.0 0.0 0.0 - 0.1 7.7 0.0 0.2 - 0.0 - - 0.0 0.0 0.0 - 0.0 0.0 0.1 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turnina Movement Data Count Name: KIRKWOOD BLVD @ VERIZON SECONDARY DRWY- STOCKTON DR Site Code: Start Date: 10/24/2018 Page No: 1 Start Time Left KIRKWOOD BLVD Southbound Thru Right U -Turn App Total Left STOCKTON DR Westbound Thru Right U -Turn App. Total Left KIRKWOOD BLVD Northbound Thru Right U -Tum App. Total VERIZON SECONDARY DRWY Eastbound App. Left Thru Right U -Turn Total Int. Total 7:00 AM 0 19 0 0 19 5 0 0 0 5 0 44 3 0 47 0 0 0 1 1 72 7:15 AM 0 28 0 0 28 4 0 1 0 5 1 80 0 0 81 0 0 0 0 0 114 7:30 AM 0 39 1 0 40 12 0 1 0 13 0 90 2 0 92 0 0 0 1 1 146 7:45 AM 0 43 3 0 46 9 0 0 0 9 1 125 4 0 130 0 0 0 0 0 185 Hourly Total 0 129 4 0 133 30 0 2 0 32 2 339 9 0 350 0 0 0 2 2 517 8:00 AM 0 34 0 0 34 2 0 1 0 3 0 99 7 0 106 0 0 0 0 0 143 8:15 AM 0 43 0 0 43 10 0 3 0 13 1 74 5 0 80 0 0 0 0 0 136 8:30 AM 0 16 1 0 17 4 0 2 0 6 1 69 5 0 75 0 0 0 2 2 100 8:45 AM 0 22 0 0 22 6 0 1 0 7 1 74 1 0 76 1 0 0 0 1 106 Hourly Total 0 115 1 0 116 22 0 7 0 29 3 316 18 0 337 1 0 0 2 3 485 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .,:. BREAK- HourlyTotal 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 0 22 0 0 22 1 0 0 0 1 0 17 5 0 22 1 0 0 0 1 46 2:15 PM 0 28 0 0 28 3 0 0 0 3 1 19 2 0 22 0 0 0 0 0 53 2:30 PM 1 28 0 0 29 3 0 0 0 3 0 10 4 0 14 0 0 0 2 2 48 2:45 PM 2 38 0 0 40 3 0 1 0 4 0 20 6 0 26 0 0 1 0 1 71 Hourly Total 3 116 0 0 119 10 0 1 0 11 1 66 17 0 84 1 0 1 2 4 218 3:00 PM 0 47 0 0 47 1 0 0 0 1 2 33 6 0 41 0 0 1 0 1 90 3:15 PM 0 29 1 0 30 7 0 2 0 9 0 12 2 0 14 0 0 1 0 1 54 3:30 PM 0 55 0 0 55 2 0 1 0 3 0 14 2 0 16 0 0 2 1 3 77 3:45 PM 0 49 0 0 49 2 0 0 0 2 0 24 5 0 29 0 0 1 0 1 81 Hourly Total 0 180 1 0 181 12 0 3 0 15 2 83 15 0 100 0 0 5 1 6 302 4:00 PM 0 89 0 0 89 3 0 0 0 3 0 29 4 1 34 0 0 1 0 1 127 4:15 PM 0 107 0 0 107 2 0 0 0 2 0 29 6 1 36 1 0 2 0 3 148 4:30 PM 0 144 0 0 144 2 0 1 0 3 0 23 3 0 26 0 0 2 0 2 175 4:45 PM 0 130 0 0 130 5 0 1 0 6 0 23 1 1 25 0 0 3 0 3 164 Hourly Total 0 470 0 0 470 12 0 2 0 14 0 104 14 3 121 1 0 8 0 9 614 5:00 PM 0 149 1 0 150 2 0 0 0 2 0 34 6 0 40 2 0 2 0 4 196 5:15 PM 0 107 0 0 107 0 0 0 0 0 0 31 3 0 34 2 0 4 0 6 147 5:30 PM 0 86 0 0 86 5 0 0 0 5 0 35 3 0 38 0 0 0 1 1 130 5:45 PM 0 71 0 0 71 0 0 0 0 0 0 28 2 0 30 0 0 0 0 0 101 Hourly Total 0 413 1 0 414 7 0 0 0 7 0 128 14 0 142 4 0 6 1 11 574 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand Total 3 1423 7 0 1433 93 0 15 0 108 8 1036 87 3 1134 7 0 20 8 35 2710 Approach % 0.2 99.3 0.5 0.0 - 86.1 0.0 13.9 0.0 - 0.7 91.4 7.7 0.3 - 20.0 0.0 57.1 22.9 - - Total % 0.1 52.5 0.3 0.0 52.9 3.4 0.0 0.6 0.0 4.0 0.3 38.2 3.2 0.1 41.8 0.3 0.0 0.7 0.3 1.3 - Lights 3 1417 7 0 1427 91 0 15 0 106 8 1028 79 3 1118 7 0 19 8 34 2685 Lights 100.0 99.6 100.0 - 99.6 97.8 - 100.0 - 98.1 100.0 99.2 90.8 100.0 98.6 100.0 - 95.0 100.0 97.1 99.1 Mediums 0 6 0 0 6 2 0 0 0 2 0 7 8 0 15 0 0 0 0 0 23 Mediums 0.0 0.4 0.0 - 0.4 2.2 - 0.0 - 1.9 0.0 0.7 9.2 0.0 1.3 0.0 - 0.0 0.0 0.0 0.8 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2 Articulated Trucks 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.1 0.0 0.0 0.1 0.0 5.0 0.0 2.9 1 0.1 GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turnina Movement Data Count Name: KIRKWOOD BLVD @ DOVE RD Site Code: Start Date: 10/24/2018 Page No: 1 Start Time Left KIRKWOOD BLVD Southbound Thru Right U -Turn pp. A Total Left Thru DOVE RD Westbound Right U -Turn App. Total Left Northbound St. Northbound Thru Right U -Tum App. Total Left Thru DOVE RD Eastbound Right U -Turn App. Total Int. Total 7:00 AM 5 0 15 0 20 0 26 9 0 35 0 0 0 0 0 39 26 0 0 65 120 7:15 AM 13 0 20 0 33 0 44 3 0 47 0 0 0 0 0 77 67 0 0 144 224 7:30 AM 35 0 24 0 59 0 101 17 0 118 0 0 0 0 0 79 100 0 0 179 356 7:45 AM 30 0 18 0 48 0 129 40 0 169 0 0 0 0 0 89 91 0 0 180 397 Hourly Total 83 0 77 0 160 0 300 69 0 369 0 0 0 0 0 284 284 0 0 568 1097 8:00 AM 20 0 15 1 36 0 33 28 1 62 0 0 0 0 0 72 62 0 0 134 232 8:15 AM 30 0 22 0 52 0 37 10 0 47 0 0 0 0 0 68 55 0 0 123 222 8:30 AM 6 0 14 1 21 0 20 18 0 38 0 0 0 0 0 52 39 0 0 91 150 8:45 AM 10 0 18 0 28 0 38 20 0 58 0 0 0 0 0 53 19 0 0 72 158 Hourly Total 66 0 69 2 137 0 128 76 1 205 0 0 0 0 0 245 175 0 0 420 762 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 .,:. BREAK- HoudyTotal 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:00 PM 7 0 15 0 22 0 14 10 0 24 0 0 0 0 0 12 21 0 0 33 79 2:15 PM 6 0 25 0 31 0 15 5 0 20 0 0 0 0 0 17 29 0 0 46 97 2:30 PM 10 0 22 0 32 0 21 3 0 24 0 0 0 0 0 12 31 0 0 43 99 2:45 PM 13 0 21 0 34 0 26 13 0 39 0 0 0 0 0 13 33 0 0 46 119 Hourly Total 36 0 83 0 119 0 76 31 0 107 0 0 0 0 0 54 114 0 0 168 394 3:00 PM 8 0 44 0 52 0 73 24 0 97 0 0 0 0 0 16 28 0 0 44 193 3:15 PM 11 0 29 0 40 0 47 6 0 53 0 0 0 0 0 6 16 0 0 22 115 3:30 PM 18 0 42 0 60 0 41 10 0 51 0 0 0 0 0 6 35 0 0 41 152 3:45 PM 14 0 35 0 49 0 47 17 0 64 0 0 0 0 0 11 38 0 0 49 162 Hourly Total 51 0 150 0 201 0 208 57 0 265 0 0 0 0 0 39 117 0 0 156 622 4:00 PM 15 0 73 0 88 0 34 17 0 51 0 0 0 0 0 16 27 0 0 43 182 4:15 PM 27 0 87 0 114 0 39 23 0 62 0 0 0 0 0 12 30 0 0 42 218 4:30 PM 40 0 113 0 153 0 43 17 0 60 0 0 0 0 0 8 33 0 0 41 254 4:45 PM 49 0 92 0 141 0 41 15 0 56 0 0 0 0 0 9 30 0 0 39 236 Hourly Total 131 0 365 0 496 0 157 72 0 229 0 0 0 0 0 45 120 0 0 165 890 5:00 PM 43 0 112 0 155 0 60 30 0 90 0 0 0 0 0 13 37 0 0 50 295 5:15 PM 38 0 73 0 111 0 76 23 0 99 0 0 0 0 0 7 45 0 0 52 262 5:30 PM 36 0 58 0 94 0 72 32 0 104 0 0 0 0 0 4 52 0 0 56 254 5:45 PM 29 0 39 0 68 0 56 25 0 81 0 0 0 0 0 5 46 0 0 51 200 Hourly Total 146 0 282 0 428 0 264 110 0 374 0 0 0 0 0 29 180 0 0 209 1011 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand Total 513 0 1026 2 1541 0 1133 415 1 1549 0 0 0 0 0 696 990 0 0 1686 4776 Approach % 33.3 0.0 66.6 0.1 - 0.0 73.1 26.8 0.1 - 0.0 0.0 0.0 0.0 - 41.3 58.7 0.0 0.0 - - Total % 10.7 0.0 21.5 0.0 32.3 0.0 23.7 8.7 0.0 32.4 0.0 0.0 0.0 0.0 0.0 14.6 20.7 0.0 0.0 35.3 Lights 506 0 1022 2 1530 0 1105 404 1 1510 0 0 0 0 0 692 971 0 0 1663 4703 Lights 98.6 - 99.6 100.0 99.3 - 97.5 97.3 100.0 97.5 - - - - - 99.4 98.1 - - 98.6 98.5 Mediums 7 0 3 0 10 0 24 11 0 35 0 0 0 0 0 4 19 0 0 23 68 Mediums 1.4 - 0.3 0.0 0.6 - 2.1 2.7 0.0 2.3 1 - - - - 0.6 1.9 - - 1.4 1.4 Articulated Trucks 0 0 1 0 1 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 5 Articulated Trucks 0.0 0.1 0.0 0.1 - 0.4 0.0 0.0 0.3 - - - - - 0.0 0.0 - - 0.0 0.1 Verizon Facility Southlake, Texas AVO 32534 APPENDIX B Turning Movement Volume Exhibits - B- :■; HALFF AM real( - tXlsun z m a 3 Y �Y 0 • r27 116 Rf r O; N L F384 j M8 <307 8" Dove Rd 3171 645- 320 - Exhibit 1 .609 rIVI rCCUlk' GAWLI . 3" Dove Rd 37- 166. 145+ Exhibit 2 276 24' Dove Rd 158+ •7Gnvvl VIVI rCCUlk' GAWLI 41- 108+ Exhibit 3 AM Peak - Proposed z m a 3 Y SiY 0 • r27 116 0. Ol ��w X309FL384 j <86 _ 8" Dove Rd 3171 6451 320 - Exhibit 4 z m a 3 Y SY P 0 . � r9 4a• 0. T r 11y _ x-669 J -221 3' Dove Rd 37- 166- 145+ PM Peak - Proposed Exhibit 5 � R7 F276 24' Dove Rd 158+ 5cnooi vm reaK - 41- 108+ Exhibit 6 Verizon Facility Southlake, Texas AVO 32534 APPENDIX C Synchro Analysis Output/Reports -C- :■; HALFF 3: Dove Rd AM Peak - Existing Intersection Int Delay, s/veh 0.7 EBT WBT WBR SBLn1 SBLn2 Conflicting Flow All 420 0 0 944 210 Stage 1 - Movement EBL EBT WBT WBR SBL SB Lane Configurations ) ft t - Critical Hdwy Stg 2 - r Traffic Vol, veh/h 80 645 384 3 1 15 Future Vol, veh/h 80 645 384 3 1 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 175 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 87 701 417 3 1 16 Major/Minor Majorl Major2 Minor2 EBT WBT WBR SBLn1 SBLn2 Conflicting Flow All 420 0 0 944 210 Stage 1 - - 419 0.077 0.005 Stage 2 - 525 - Critical Hdwy 4.14 - - 6.84 6.94 Critical Hdwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 1136 - 261 796 Stage 1 - 632 - Stage 2 - - 558 - Platoon blocked, % Mov Cap -1 Maneuver 1136 - - 241 796 Mov Cap -2 Maneuver - 241 - Stage 1 - 583 - Stage 2 558 - Approach EB WB SB HCM Control Delay, s 0.9 0 10.3 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1136 241 796 HCM Lane V/C Ratio 0.077 0.005 0.02 HCM Control Delay (s) 8.4 20 9.6 HCM Lane LOS A C A HCM 95th %tile Q(veh) 0.2 0 0.1 Halff Associates, Inc. HCM 6th TWSC 8: Kirkwood Blvd AM Peak - Existing Intersection Int Delay, s/veh Movement 0.7 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 435 161 0 0 442 0 0 Stage 1 159 159 - 439 439 - - - - - - - Traffic Vol, veh/h 1 0 0 27 0 3 2 394 13 0 144 4 Future Vol, veh/h 1 0 0 27 0 3 2 394 13 0 144 4 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized 1417 - 1116 None - 766 None - 577 None - - - None Storage Length 573 - 921 764 - - 0 Platoon blocked, % Veh in Median Storage, # 0 - - - - 0 - - 0 - 414 0 1417 Grade, % Mov Cap -2 Maneuver 0 - - 0 - - 0 - Stage 1 0 766 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 0 29 0 3 2 428 14 0 157 4 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 600 605 81 518 600 435 161 0 0 442 0 0 Stage 1 159 159 - 439 439 - - - - - - - Stage 2 441 446 - 79 161 - - - - - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - 2.219 - - Pot Cap -1 Maneuver 399 411 963 454 414 620 1417 - 1116 Stage 1 828 766 - 596 577 - - - - - - - Stage 2 594 573 - 921 764 - - Platoon blocked, % - - - Mov Cap -1 Maneuver 397 411 963 454 414 620 1417 - 1116 Mov Cap -2 Maneuver 397 411 - 454 414 - - - - - - - Stage 1 827 766 595 576 - - - - Stage 2 590 572 921 764 - - - - Approach EB WB NB SB HCM Control Delay, s 14.1 13.3 0 0 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity (veh/h) 1417 - 397 466 1116 - HCM Lane V/C Ratio 0.002 0.003 0.07 - HCM Control Delay (s) 7.5 - 14.1 13.3 0 - HCM Lane LOS A B B A HCM 95th %tile Q(veh) 0 - - 0 0.2 0 - Halff Associates, Inc. HCM 6th TWSC 4: Dove Rd & Kirkwood Blvd AM Peak - Existing Lane Configurations --,, -*--- tT+ 215 107 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 345 tt tT+ 215 107 r* Traffic Volume (veh/h) 317 320 307 88 98 77 Future Volume (veh/h) 317 320 307 88 98 77 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 1.9 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 317 No No 669 No V/C Ratio(X) Adj Sat Flow, veh/h/In 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 345 348 334 96 107 84 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 491 1522 487 138 751 669 Arrive On Green 0.17 0.43 0.18 0.18 0.42 0.42 Sat Flow, veh/h 1781 3647 2827 774 1781 1585 Grp Volume(v), veh/h 345 348 215 215 107 84 Grp Sat Flow(s),veh/h/In 1781 1777 1777 1731 1781 1585 Q Serve(g_s), s 8.8 3.7 6.8 7.0 2.2 1.9 Cycle Q Clear(g_c), s 8.8 3.7 6.8 7.0 2.2 1.9 Prop In Lane 1.00 0.45 1.00 1.00 Lane Grp Cap(c), veh/h 491 1522 317 308 751 669 V/C Ratio(X) 0.70 0.23 0.68 0.70 0.14 0.13 Avail Cap(c_a), veh/h 491 1955 533 519 751 669 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 15.0 10.9 23.1 23.1 10.7 10.6 Incr Delay (d2), s/veh 4.5 0.1 2.6 2.8 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 °/vile BackOfQ(50%),veh/In 3.7 1.3 2.9 2.9 0.8 2.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.5 10.9 25.6 26.0 11.1 11.0 LnGrp LOS B B C C B B Approach Vol, veh/h 693 430 191 Approach Delay, s/veh 15.2 25.8 11.0 Approach LOS B C B Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 30.2 29.8 15.0 15.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 33.0 18.0 10.5 18.0 Max Q Clear Time (g_c+I1), s 5.7 4.2 10.8 9.0 Green Ext Time (p -c), s 2.4 0.4 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 18.1 HCM 6th LOS B Halff Associates, Inc. HCM 6th Signalized Intersection Summary 3: Dove Rd PM Peak - Existing Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBI Lane Configurations ) ft t - Stage 2 r Traffic Vol, veh/h 3 166 609 1 7 98 Future Vol, veh/h 3 166 609 1 7 98 Conflicting Peds, #/hr _ 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 175 - 664 Mov Cap -2 Maneuver 0 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 3 180 662 1 8 107 Major/Minor Majorl Major2 Minor2 Capacity (veh/h) Conflicting Flow All 663 0 0 759 332 Stage 1 - - - 663 - Stage 2 - - 96 - Critical Hdwy 4.14 - - 6.84 6.94 Critical Hdwy Stg 1 - - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Follow-up Hdwy 2.22 - 3.52 3.32 Pot Cap -1 Maneuver 922 - - 343 664 Stage 1 - - 474 - Stage 2 - - 917 - Platoon blocked, % Mov Cap -1 Maneuver 922 - - 342 664 Mov Cap -2 Maneuver - - 342 - Stage 1 - 473 - Stage 2 - 917 - Approach EB WB SB HCM Control Delay, s 0.2 0 11.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 922 342 664 HCM Lane V/C Ratio 0.004 0.022 0.16 HCM Control Delay (s) 8.9 15.8 11.5 HCM Lane LOS A C B HCM 95th %tile Q(veh) 0 - - 0.1 0.6 Halff Associates, Inc. HCM 2010 TWSC 8: Kirkwood Blvd PM Peak - Existing Intersection Int Delay, s/veh Movement 0.5 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT S Lane Configurations 128 577 0 0 135 0 0 Stage 1 577 577 - 130 130 - - - - - - - Traffic Vol, veh/h 4 0 11 9 0 2 1 111 13 0 530 1 Future Vol, veh/h 4 0 11 9 0 2 1 111 13 0 530 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized 995 - 1448 None - 501 None - 788 None - - - None Storage Length 783 - 696 501 - 0 Platoon blocked, % Veh in Median Storage, # 0 - - - - 0 - - 0 - 359 0 995 Grade, % Mov Cap -2 Maneuver 0 - - 0 - - 0 - Stage 1 0 501 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 4 0 12 10 0 2 1 121 14 0 576 1 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 708 714 289 418 707 128 577 0 0 135 0 0 Stage 1 577 577 - 130 130 - - - - - - - Stage 2 131 137 - 288 577 - - - - - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - 2.219 - - Pot Cap -1 Maneuver 335 356 708 532 359 921 995 - 1448 Stage 1 470 501 - 873 788 - - - - - - - Stage 2 872 783 - 696 501 - Platoon blocked, % - - - Mov Cap -1 Maneuver 334 356 708 522 359 921 995 - 1448 Mov Cap -2 Maneuver 334 356 - 522 359 - - - - - - - Stage 1 470 501 872 787 - - - - - - Stage 2 869 782 684 501 - - - - Approach EB WB NB SB HCM Control Delay, s 11.8 11.5 0.1 0 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity (veh/h) 995 - - 545 567 1448 - HCM Lane V/C Ratio 0.001 - - 0.03 0.021 - HCM Control Delay (s) 8.6 - - 11.8 11.5 0 - HCM Lane LOS A - - B B A HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - Halff Associates, Inc. HCM 2010 TWSC 4: Dove Rd & Kirkwood Blvd PM Peak - Existing Lane Configurations --,, -*--- tT+ 165 185 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 40 tt tT+ 165 185 r* Traffic Volume (veh/h) 37 145 220 85 170 390 Future Volume (veh/h) 37 145 220 85 170 390 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 9.1 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 264 No No 929 No V/C Ratio(X) Adj Sat Flow, veh/h/In 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 40 158 239 92 185 424 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 252 939 376 141 1044 929 Arrive On Green 0.04 0.26 0.15 0.15 0.59 0.59 Sat Flow, veh/h 1781 3647 2624 947 1781 1585 Grp Volume(v), veh/h 40 158 166 165 185 424 Grp Sat Flow(s),veh/h/In 1781 1777 1777 1700 1781 1585 Q Serve(g_s), s 1.1 2.1 5.3 5.5 2.9 9.1 Cycle Q Clear(g_c), s 1.1 2.1 5.3 5.5 2.9 9.1 Prop In Lane 1.00 0.56 1.00 1.00 Lane Grp Cap(c), veh/h 252 939 264 253 1044 929 V/C Ratio(X) 0.16 0.17 0.63 0.65 0.18 0.46 Avail Cap(c_a), veh/h 343 1688 548 524 1044 929 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 19.0 17.0 24.0 24.1 5.7 7.0 Incr Delay (d2), s/veh 0.3 0.1 2.5 2.9 0.4 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 °/vile BackOfQ(50%),veh/In 0.4 0.8 2.2 2.3 0.9 10.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.3 17.1 26.4 26.9 6.1 8.6 LnGrp LOS B B C C A A Approach Vol, veh/h 198 331 609 Approach Delay, s/veh 17.5 26.7 7.9 Approach LOS B C A Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 20.3 39.7 6.9 13.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5 Max Q Clear Time (g_c+I1), s 4.1 11.1 3.1 7.5 Green Ext Time (p -c), s 0.9 1.7 0.0 1.4 Intersection Summary HCM 6th Ctrl Delay 15.0 HCM 6th LOS B Halff Associates, Inc. HCM 6th Signalized Intersection Summary 3: Dove Rd School PM Peak - Existing Intersection Int Delay, s/veh 1.8 Movement EBL EBT WBT WBR SBL SBI Lane Configurations ) ft t - 302 - r Traffic Vol, veh/h 24 158 276 4 1 84 Future Vol, veh/h 24 158 276 4 1 84 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 175 - 867 0 0 Veh in Median Storage, # - 0 0 - 709 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 26 172 300 4 1 91 Major/Minor Majorl Major2 Minor2 Capacity (veh/h) 1254 Conflicting Flow All 304 0 0 440 152 Stage 1 - - - 302 - Stage 2 - - 138 - Critical Hdwy 4.14 - - 6.84 6.94 Critical Hdwy Stg 1 - - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Follow-up Hdwy 2.22 - 3.52 3.32 Pot Cap -1 Maneuver 1254 - - 545 867 Stage 1 - - 724 - Stage 2 - - 874 - Platoon blocked, % Mov Cap -1 Maneuver 1254 - - 534 867 Mov Cap -2 Maneuver - - 534 - Stage 1 - 709 - Stage 2 - 874 - Approach EB WB SB HCM Control Delay, s 1 0 9.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1254 - 534 867 HCM Lane V/C Ratio 0.021 0.002 0.105 HCM Control Delay (s) 7.9 11.8 9.6 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0.1 0 0.4 Halff Associates, Inc. HCM 6th TWSC 8: Kirkwood Blvd School PM Peak - Existing Intersection Int Delay, s/veh Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT 78 Lane Configurations 257 92 155 0 0 102 0 0 Stage 1 161 161 - 96 96 - - Traffic Vol, veh/h 2 0 3 14 0 3 2 75 18 3 142 1 Future Vol, veh/h 2 0 3 14 0 3 2 75 18 3 142 1 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized 965 1424 None - 826 None - 910 None - - None Storage Length 908 807 - 916 764 - 0 Platoon blocked, % Veh in Median Storage, # 0 - - 0 - - 0 - 770 0 965 Grade, % - 1489 0 - 636 0 - - 0 - - - - - - 0 825 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 0 3 15 0 3 2 82 20 3 154 1 Major/Minor Minor2 NBT NBR EBLn1WBLnl SBL SBT SBR Minorl 1424 - - 827 Majorl Major2 Conflicting Flow All 259 267 78 179 257 92 155 0 0 102 0 0 Stage 1 161 161 - 96 96 - - - - - - - Stage 2 98 106 - 83 161 - - - - - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - 2.219 - - Pot Cap -1 Maneuver 683 638 967 775 646 965 1424 - 1489 Stage 1 826 764 - 910 815 - - - - - - - Stage 2 908 807 - 916 764 - - Platoon blocked, % - - - Mov Cap -1 Maneuver 679 636 967 770 644 965 1424 - 1489 Mov Cap -2 Maneuver 679 636 - 770 644 - - - - - - - Stage 1 825 762 909 814 - - - - Stage 2 904 806 911 762 - - - - Approach EB WB NB SB HCM Control Delay, s 9.4 9.6 0.2 0.2 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLnl SBL SBT SBR Capacity (veh/h) 1424 - - 827 798 1489 - HCM Lane V/C Ratio 0.002 - - 0.007 0.023 0.002 HCM Control Delay (s) 7.5 - - 9.4 9.6 7.4 0 - HCM Lane LOS A - - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0.1 0 - - Halff Associates, Inc. HCM 6th TWSC 4: Dove Rd & Kirkwood Blvd School PM Peak- Existing Lane Configurations --,, -*--- tT+ 117 46 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 51 tt tT+ 117 46 r* Traffic Volume (veh/h) 47 108 167 46 42 116 Future Volume (veh/h) 47 108 167 46 42 116 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 2.0 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 202 No No 973 No V/C Ratio(X) Adj Sat Flow, veh/h/In 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 51 117 182 50 46 126 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 262 840 315 84 1093 973 Arrive On Green 0.05 0.24 0.11 0.11 0.61 0.61 Sat Flow, veh/h 1781 3647 2866 741 1781 1585 Grp Volume(v), veh/h 51 117 115 117 46 126 Grp Sat Flow(s),veh/h/In 1781 1777 1777 1737 1781 1585 Q Serve(g_s), s 1.4 1.6 3.7 3.8 0.6 2.0 Cycle Q Clear(g_c), s 1.4 1.6 3.7 3.8 0.6 2.0 Prop In Lane 1.00 0.43 1.00 1.00 Lane Grp Cap(c), veh/h 262 840 202 197 1093 973 V/C Ratio(X) 0.19 0.14 0.57 0.59 0.04 0.13 Avail Cap(c_a), veh/h 340 1688 548 536 1093 973 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 20.3 18.1 25.2 25.3 4.6 4.9 Incr Delay (d2), s/veh 0.4 0.1 2.5 2.8 0.1 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 °/vile BackOfQ(50%),veh/In 0.6 0.6 1.6 1.6 0.2 3.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 20.7 18.2 27.7 28.1 4.7 5.1 LnGrp LOS C B C C A A Approach Vol, veh/h 168 232 172 Approach Delay, s/veh 18.9 27.9 5.0 Approach LOS B C A Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 18.7 41.3 7.4 11.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5 Max Q Clear Time (g_c+I1), s 3.6 4.0 3.4 5.8 Green Ext Time (p -c), s 0.6 0.5 0.0 1.0 Intersection Summary HCM 6th Ctrl Delay 18.4 HCM 6th LOS B Halff Associates, Inc. HCM 6th Signalized Intersection Summary 3: Dove Rd AM Peak - Proposed Intersection Int Delay, s/veh 0.7 EBT WBT WBR SBLn1 SBLn2 Conflicting Flow All 427 0 0 947 214 Stage 1 - Movement EBL EBT WBT WBR SBL SB Lane Configurations ) ft t Critical Hdwy Stg 2 - - 5.84 r Traffic Vol, veh/h 80 645 384 9 1 15 Future Vol, veh/h 80 645 384 9 1 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 175 - 0 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 87 701 417 10 1 16 Major/Minor Majorl Major2 Minor2 EBT WBT WBR SBLn1 SBLn2 Conflicting Flow All 427 0 0 947 214 Stage 1 - - 422 - Stage 2 - 525 - Critical Hdwy 4.14 - - 6.84 6.94 Critical Hdwy Stg 1 - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Follow-up Hdwy 2.22 3.52 3.32 Pot Cap -1 Maneuver 1129 - 259 791 Stage 1 - 629 - Stage 2 - - 558 - Platoon blocked, % Mov Cap -1 Maneuver 1129 - - 239 791 Mov Cap -2 Maneuver - 239 - Stage 1 - 581 - Stage 2 558 - Approach EB WB SB HCM Control Delay, s 0.9 0 10.3 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1129 - 239 791 HCM Lane V/C Ratio 0.077 0.005 0.021 HCM Control Delay (s) 8.5 20.1 9.6 HCM Lane LOS A C A HCM 95th %tile Q(veh) 0.2 0 0.1 Halff Associates, Inc. HCM 6th TWSC 8: Kirkwood Blvd AM Peak - Proposed Intersection Int Delay, s/veh Movement 0.7 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT S Lane Configurations 435 161 0 0 442 0 0 Stage 1 161 161 - 435 435 - - - - - - - Traffic Vol, veh/h 1 0 0 27 0 3 0 394 13 0 148 0 Future Vol, veh/h 1 0 0 27 0 3 0 394 13 0 148 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized 1417 - 1116 None - 764 None - 580 None - - - None Storage Length 576 - 919 764 - - 0 Platoon blocked, % Veh in Median Storage, # 0 - - - - 0 - - 0 - 416 0 1417 Grade, % Mov Cap -2 Maneuver 0 - - 0 - - 0 - Stage 1 0 764 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 1 0 0 29 0 3 0 428 14 0 161 0 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 598 603 81 516 596 435 161 0 0 442 0 0 Stage 1 161 161 - 435 435 - - - - - - - Stage 2 437 442 - 81 161 - - - - - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - 2.219 - - Pot Cap -1 Maneuver 400 412 963 456 416 620 1417 - 1116 Stage 1 826 764 - 599 580 - - - - - - - Stage 2 597 576 - 919 764 - - Platoon blocked, % - - - Mov Cap -1 Maneuver 398 412 963 456 416 620 1417 - 1116 Mov Cap -2 Maneuver 398 412 - 456 416 - - - - - - - Stage 1 826 764 599 580 - - - - Stage 2 594 576 919 764 - - - - Approach EB WB NB SB HCM Control Delay, s 14.1 13.3 0 0 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity (veh/h) 1417 - - 398 468 1116 - HCM Lane V/C Ratio - 0.003 0.07 - HCM Control Delay (s) 0 - 14.1 13.3 0 - HCM Lane LOS A B B A HCM 95th %tile Q(veh) 0 - 0 0.2 0 - Halff Associates, Inc. HCM 6th TWSC 4: Dove Rd & Kirkwood Blvd AM Peak - Proposed Lane Configurations --,, -*--- tT+ 214 107 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 345 tt tT+ 214 107 r* Traffic Volume (veh/h) 317 320 309 86 98 81 Future Volume (veh/h) 317 320 309 86 98 81 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 2.0 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 316 No No 669 No V/C Ratio(X) Adj Sat Flow, veh/h/In 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 345 348 336 93 107 88 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 491 1520 490 134 752 669 Arrive On Green 0.17 0.43 0.18 0.18 0.42 0.42 Sat Flow, veh/h 1781 3647 2853 753 1781 1585 Grp Volume(v), veh/h 345 348 215 214 107 88 Grp Sat Flow(s),veh/h/In 1781 1777 1777 1735 1781 1585 Q Serve(g_s), s 8.8 3.7 6.8 7.0 2.2 2.0 Cycle Q Clear(g_c), s 8.8 3.7 6.8 7.0 2.2 2.0 Prop In Lane 1.00 0.43 1.00 1.00 Lane Grp Cap(c), veh/h 491 1520 316 308 752 669 V/C Ratio(X) 0.70 0.23 0.68 0.70 0.14 0.13 Avail Cap(c_a), veh/h 491 1955 533 520 752 669 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 15.0 10.9 23.1 23.1 10.7 10.6 Incr Delay (d2), s/veh 4.5 0.1 2.6 2.8 0.4 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 °/vile BackOfQ(50%),veh/In 3.7 1.3 2.9 2.9 0.8 2.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.5 11.0 25.6 26.0 11.0 11.0 LnGrp LOS B B C C B B Approach Vol, veh/h 693 429 195 Approach Delay, s/veh 15.2 25.8 11.0 Approach LOS B C B Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 30.2 29.8 15.0 15.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 33.0 18.0 10.5 18.0 Max Q Clear Time (g_c+I1), s 5.7 4.2 10.8 9.0 Green Ext Time (p -c), s 2.4 0.5 0.0 1.7 Intersection Summary HCM 6th Ctrl Delay 18.1 HCM 6th LOS B Halff Associates, Inc. HCM 6th Signalized Intersection Summary 3: Dove Rd PM Peak - Proposed Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBI Lane Configurations ) ft t HCM Control Delay (s) 8.9 r Traffic Vol, veh/h 3 166 609 3 7 98 Future Vol, veh/h 3 166 609 3 7 98 Conflicting Peds, #/hr _ 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 175 - 663 Mov Cap -2 Maneuver 0 0 Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 3 180 662 3 8 107 Major/Minor Majorl Major2 Minor2 Capacity (veh/h) Conflicting Flow All 665 0 0 760 333 Stage 1 - - - 664 HCM Control Delay (s) 8.9 Stage 2 - - 96 - Critical Hdwy 4.14 - - 6.84 6.94 Critical Hdwy Stg 1 - - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Follow-up Hdwy 2.22 - 3.52 3.32 Pot Cap -1 Maneuver 920 - - 342 663 Stage 1 - - 474 - Stage 2 - - 917 - Platoon blocked, % Mov Cap -1 Maneuver 920 - - 341 663 Mov Cap -2 Maneuver - - 341 - Stage 1 - 473 - Stage 2 - 917 - Approach EB WB SB HCM Control Delay, s 0.2 0 11.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 920 341 663 HCM Lane V/C Ratio 0.004 0.022 0.161 HCM Control Delay (s) 8.9 15.8 11.5 HCM Lane LOS A C B HCM 95th %tile Q(veh) 0 - 0.1 0.6 Halff Associates, Inc. HCM 2010 TWSC 8: Kirkwood Blvd PM Peak - Proposed Intersection Int Delay, s/veh Movement 0.4 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 128 576 0 0 135 0 0 Stage 1 576 576 - 128 128 - - - - - - - Traffic Vol, veh/h 4 0 11 9 0 2 0 111 13 0 530 0 Future Vol, veh/h 4 0 11 9 0 2 0 111 13 0 530 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized 995 - 1448 None - 501 None - 790 None - - - None Storage Length 784 - 696 501 - 0 Platoon blocked, % Veh in Median Storage, # 0 - - - - 0 - - 0 - 361 0 995 Grade, % Mov Cap -2 Maneuver 0 - - 0 - - 0 - Stage 1 0 501 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 4 0 12 10 0 2 0 121 14 0 576 0 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 705 711 288 416 704 128 576 0 0 135 0 0 Stage 1 576 576 - 128 128 - - - - - - - Stage 2 129 135 - 288 576 - - - - - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - 2.219 - - Pot Cap -1 Maneuver 337 357 709 534 361 921 995 - 1448 Stage 1 471 501 - 875 790 - - - - - - - Stage 2 874 784 - 696 501 - Platoon blocked, % - - - Mov Cap -1 Maneuver 336 357 709 525 361 921 995 - 1448 Mov Cap -2 Maneuver 336 357 - 525 361 - - - - - - - Stage 1 471 501 875 790 - - - - - - Stage 2 872 784 684 501 - - - - Approach EB WB NB SB HCM Control Delay, s 11.8 11.5 0 0 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity (veh/h) 995 - - 547 570 1448 - HCM Lane V/C Ratio - 0.03 0.021 - HCM Control Delay (s) 0 - 11.8 11.5 0 - HCM Lane LOS A B B A HCM 95th %tile Q(veh) 0 - 0.1 0.1 0 - Halff Associates, Inc. HCM 2010 TWSC 4: Dove Rd & Kirkwood Blvd PM Peak - Proposed Lane Configurations --,, -*--- tT+ 165 185 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 40 tt tT+ 165 185 r* Traffic Volume (veh/h) 37 145 221 84 170 391 Future Volume (veh/h) 37 145 221 84 170 391 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 9.1 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 264 No No 929 No V/C Ratio(X) Adj Sat Flow, veh/h/In 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 40 158 240 91 185 425 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 252 938 377 139 1044 929 Arrive On Green 0.04 0.26 0.15 0.15 0.59 0.59 Sat Flow, veh/h 1781 3647 2635 937 1781 1585 Grp Volume(v), veh/h 40 158 166 165 185 425 Grp Sat Flow(s),veh/h/In 1781 1777 1777 1702 1781 1585 Q Serve(g_s), s 1.1 2.1 5.3 5.5 2.9 9.1 Cycle Q Clear(g_c), s 1.1 2.1 5.3 5.5 2.9 9.1 Prop In Lane 1.00 0.55 1.00 1.00 Lane Grp Cap(c), veh/h 252 938 264 253 1044 929 V/C Ratio(X) 0.16 0.17 0.63 0.65 0.18 0.46 Avail Cap(c_a), veh/h 343 1688 548 525 1044 929 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 19.0 17.0 24.0 24.1 5.7 7.0 Incr Delay (d2), s/veh 0.3 0.1 2.5 2.9 0.4 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 °/vile BackOfQ(50%),veh/In 0.4 0.8 2.2 2.3 0.9 10.4 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 19.3 17.1 26.4 26.9 6.1 8.7 LnGrp LOS B B C C A A Approach Vol, veh/h 198 331 610 Approach Delay, s/veh 17.5 26.7 7.9 Approach LOS B C A Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 20.3 39.7 6.9 13.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5 Max Q Clear Time (g_c+I1), s 4.1 11.1 3.1 7.5 Green Ext Time (p -c), s 0.9 1.7 0.0 1.4 Intersection Summary HCM 6th Ctrl Delay 15.0 HCM 6th LOS B Halff Associates, Inc. HCM 6th Signalized Intersection Summary 3: Dove Rd School PM Peak - Proposed Intersection Int Delay, s/veh 1.8 Movement EBL EBT WBT WBR SBL SBI Lane Configurations ) ft t - 304 - r Traffic Vol, veh/h 24 158 276 7 1 84 Future Vol, veh/h 24 158 276 7 1 84 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 175 - 864 0 0 Veh in Median Storage, # - 0 0 - 707 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 26 172 300 8 1 91 Major/Minor Majorl Major2 Minor2 Capacity (veh/h) 1249 Conflicting Flow All 308 0 0 442 154 Stage 1 - - - 304 - Stage 2 - - 138 - Critical Hdwy 4.14 - - 6.84 6.94 Critical Hdwy Stg 1 - - 5.84 - Critical Hdwy Stg 2 - - 5.84 - Follow-up Hdwy 2.22 - 3.52 3.32 Pot Cap -1 Maneuver 1249 - - 544 864 Stage 1 - - 722 - Stage 2 - - 874 - Platoon blocked, % Mov Cap -1 Maneuver 1249 - - 533 864 Mov Cap -2 Maneuver - - 533 - Stage 1 - 707 - Stage 2 - 874 - Approach EB WB SB HCM Control Delay, s 1 0 9.7 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1249 - 533 864 HCM Lane V/C Ratio 0.021 0.002 0.106 HCM Control Delay (s) 7.9 11.8 9.7 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0.1 0 0.4 Halff Associates, Inc. HCM 2010 TWSC 8: Kirkwood Blvd School PM Peak - Proposed Intersection Int Delay, s/veh Movement 0.9 EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 252 92 154 0 0 102 0 0 Stage 1 160 160 - 92 92 - Traffic Vol, veh/h 2 0 3 14 0 3 0 75 18 3 142 0 Future Vol, veh/h 2 0 3 14 0 3 0 75 18 3 142 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - 2.219 - - Pot Cap -1 Maneuver None - 969 None - 965 None - None Storage Length 765 - 915 818 - - 0 - - - - Stage 2 912 810 - Veh in Median Storage, # 0 - - 0 - - 0 - 0 Grade, % 0 - Mov Cap -1 Maneuver 0 - - 0 - 965 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 0 3 15 0 3 0 82 20 3 154 0 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 254 262 77 175 252 92 154 0 0 102 0 0 Stage 1 160 160 - 92 92 - - - - - - - Stage 2 94 102 - 83 160 - - - - - - - Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - 2.219 - - Pot Cap -1 Maneuver 689 642 969 779 651 965 1425 - 1489 Stage 1 827 765 - 915 818 - - - - - - - Stage 2 912 810 - 916 765 - - Platoon blocked, % - - - Mov Cap -1 Maneuver 686 641 969 775 650 965 1425 - 1489 Mov Cap -2 Maneuver 686 641 - 775 650 - - - - - - - Stage 1 827 763 915 818 - - - - Stage 2 909 810 911 763 - - - - Approach EB WB NB SB HCM Control Delay, s 9.4 9.6 0 0.2 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLnl SBL SBT SBR Capacity (veh/h) 1425 - - 832 803 1489 - HCM Lane V/C Ratio - 0.007 0.023 0.002 HCM Control Delay (s) 0 - 9.4 9.6 7.4 0 - HCM Lane LOS A A A A A - HCM 95th %tile Q(veh) 0 - 0 0.1 0 - - Halff Associates, Inc. HCM 2010 TWSC 4: Dove Rd & Kirkwood Blvd School PM Peak- Proposed Lane Configurations --,, -*--- tT+ 117 46 Movement EBL EBT WBT WBR SBL SBR Lane Configurations 51 tt tT+ 117 46 r* Traffic Volume (veh/h) 47 108 169 44 42 117 Future Volume (veh/h) 47 108 169 44 42 117 Initial Q (Qb), veh 0 0 0 0 0 0 Ped -Bike Adj(A_pbT) 1.00 2.0 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach 201 No No 973 No V/C Ratio(X) Adj Sat Flow, veh/h/In 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 51 117 184 48 46 127 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 262 839 318 81 1094 973 Arrive On Green 0.05 0.24 0.11 0.11 0.61 0.61 Sat Flow, veh/h 1781 3647 2899 713 1781 1585 Grp Volume(v), veh/h 51 117 115 117 46 127 Grp Sat Flow(s),veh/h/In 1781 1777 1777 1742 1781 1585 Q Serve(g_s), s 1.4 1.6 3.7 3.8 0.6 2.0 Cycle Q Clear(g_c), s 1.4 1.6 3.7 3.8 0.6 2.0 Prop In Lane 1.00 0.41 1.00 1.00 Lane Grp Cap(c), veh/h 262 839 201 197 1094 973 V/C Ratio(X) 0.19 0.14 0.57 0.59 0.04 0.13 Avail Cap(c_a), veh/h 340 1688 548 537 1094 973 HCM Platoon Ratio 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 Uniform Delay (d), s/veh 20.3 18.1 25.2 25.3 4.6 4.9 Incr Delay (d2), s/veh 0.4 0.1 2.5 2.8 0.1 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 °/vile BackOfQ(50%),veh/In 0.6 0.6 1.6 1.6 0.2 3.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 20.7 18.2 27.7 28.1 4.7 5.1 LnGrp LOS C B C C A A Approach Vol, veh/h 168 232 173 Approach Delay, s/veh 18.9 27.9 5.0 Approach LOS B C A Timer - Assigned Phs 4 6 7 8 Phs Duration (G+Y+Rc), s 18.7 41.3 7.4 11.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5 Max Q Clear Time (g_c+I1), s 3.6 4.0 3.4 5.8 Green Ext Time (p -c), s 0.6 0.5 0.0 1.0 Intersection Summary HCM 6th Ctrl Delay 18.4 HCM 6th LOS B Halff Associates, Inc. HCM 6th Signalized Intersection Summary