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Item 6A - DRAFT Southlake Industrial Study 11-22-21DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) TRAFFIC STUDY FOR INDUSTRIAL SUBAREA SOUTHLAKE, TEXAS Prepared for: The City of Southlake 1400 Main Street, Suite 320 Southlake, Texas 76092 Prepared by: LEE Enci ICC3Ine Lee Engineering, LLC 3030 LBJ Freeway, Suite 1660 Dallas, Texas 75234 Phone: (972) 248-3006 Fax: (972) 248-3855 TBPE Firm Registration # F-450 November 2021 T1095.180 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table of Contents ExecutiveSummary................................................................................................. i Introduction.............................................................................................................. I SiteAccessibility.......................................................................................................6 ProposedDevelopment..........................................................................................10 TripGeneration Calculation..................................................................................................... 11 Trip Generation Alternatives.................................................................................................... 14 Existing and Background Traffic Volumes.........................................................15 CollectedTraffic Volumes........................................................................................................ 15 Development of Background Traffic Volumes........................................................................ 15 TotalTraffic Volumes............................................................................................19 DirectionalDistribution............................................................................................................ 19 StudyScenarios......................................................................................................................... 19 SiteTraffic Volumes................................................................................................................. 20 Redistributed Neighborhood Traffic Volumes......................................................................... 20 Projected Total Traffic Volumes.............................................................................................. 20 TrafficAnalysis......................................................................................................33 RoadwayLink Capacity Analysis............................................................................................. 33 Intersection Capacity and Level of Service.............................................................................. 39 Mitigation — Brumlow Avenue Expansion........................................................................... 44 Mitigation— Lane Additions................................................................................................. 47 Mitigation — Traffic Signal Installation on Brumlow........................................................... 52 Lane Reduction on SB Mustang at SH 26............................................................................ 53 Access Management Analysis...............................................................................55 RightTurn Lane Analysis......................................................................................................... 55 LeftTurn Lane Analysis........................................................................................................... 56 QueuingAnalysis...................................................................................................................... 57 TruckAccess............................................................................................................................. 59 Conclusions and Recommendations.....................................................................61 Appendix.................................................................................................................68 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) List of Tables Table 1. Trip Generation Calculations for Residential (Parcels 9-17)......................................... 11 Table 2. Existing City Fueling Data............................................................................................ 11 Table 3. Trip Generation Alternatives for City Municipal Service Center — Administration Building................................................................................................................................. 12 Table 4. Trip Generation Calculation for City Municipal Service Center (Parcels 3, 7, & 8) .... 12 Table 5. Trip Generation Alternatives for Mustang Business Center (Parcel 1)......................... 13 Table 6. Trip Generation Alternatives for Office/Industrial Area (Parcels 2, 4, 5, & 6)............. 13 Table 7. `Low' Trip Generation Estimate.................................................................................... 14 Table 8. `Medium' Trip Generation Estimate.............................................................................. 14 Table 9. `High' Trip Generation Estimate................................................................................... 14 Table 10. Historical Daily Traffic Volumes................................................................................ 15 Table 11: NCTCOG Roadway Capacity Analysis and Level of Service Guidelines .................. 33 Table 12. Roadway Capacity Analysis Results — Mustang Drive & Mustang Drive Extension. 35 Table 13. Roadway Capacity Analysis Results — Brumlow Avenue/Pool Road North and South ofSH 26................................................................................................................................ 36 Table 14. Roadway Capacity Analysis Results — Existing Two -Lane Undivided Brumlow Avenue.................................................................................................................................. 37 Table 15. Roadway Capacity Analysis Results —Brumlow Avenue with Expansion to Four - LanesDivided....................................................................................................................... 38 Table 16. Level of Service Criteria for Signalized Intersections................................................. 40 Table 17. Level of Service Criteria for Unsignalized Intersections ............................................. 40 Table 18. Average Delay Results — Existing, Background, and Total with No Improvements.. 41 Table 19. Level of Service Results — Existing, Background, and Total with No Improvements 42 Table 20. Average Delay Results — Brumlow Avenue as Two -Lane Undivided Versus Four - LaneDivided......................................................................................................................... 45 Table 21. Level of Service Results — Brumlow Avenue as Two -Lane Undivided Versus Four - LaneDivided......................................................................................................................... 46 Table 22. Average Delay Results — Existing or 4-Lane Brumlow Configuration Versus AdditionalLanes................................................................................................................... 50 Table 23. Level of Service Results — Existing or 4-Lane Brumlow Configuration Versus AdditionalLanes................................................................................................................... 51 Table 24. Average Delay Results — Traffic Signal Installation on Brumlow .............................. 52 Table 25. Level of Service Results — Traffic Signal Installation on Brumlow............................ 52 Table 26. Average Delay Results — Single Southbound Lane on Mustang at SH 26.................. 54 Table 27. Level of Service Results — Single Southbound Lane on Mustang at SH 26................ 54 Table 28. Right Turn Deceleration Lane Analysis Results.......................................................... 55 Table 29. Left Turn Deceleration Lane Analysis for Two -Lane Roadways Results ................... 56 Table 30. 95th Percentile Queues in Vehicles — Unsignalized Intersections ................................ 57 Table 31. 951h Percentile Queues in Vehicles — Proposed Signalized Intersection on Brumlow 58 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) List of Figures Figure 1. Vicinity Map of the Study Area..................................................................................... 3 Figure 2. Preliminary Concept Plan for Southlake Municipal Service Center .............................. 4 Figure 3. Proposed Site Plan for Mustang Business Center.......................................................... 5 Figure 4. Existing Intersection Lane Configurations..................................................................... 9 Figure 5. Parcels Included in Trip Generation............................................................................. 10 Figure 6. Existing (2021) Peak Hour Traffic Volumes................................................................ 16 Figure 7. Daily Traffic Volumes — Wednesday, August 25, 2021.............................................. 17 Figure 8. Build -Out Year (2030) Background Peak Hour Traffic Volumes ............................... 18 Figure 9. Assumed Directional Distribution — Office, Industrial, and Residential ...................... 21 Figure 10. Assumed Directional Distribution — Municipal Service Center ................................. 22 Figure 11. Assumed 2030 Preliminary Lane Configurations for Analysis — Scenario 1............. 23 Figure 12. Assumed 2030 Preliminary Lane Configurations for Analysis — Scenario 2............. 24 Figure 13. Assumed 2030 Preliminary Lane Configurations for Analysis — Scenario 3............. 25 Figure 14. Site Generated Traffic Volumes — Scenario I ............................................................ 26 Figure 15. Site Generated Traffic Volumes — Scenario 2............................................................ 27 Figure 16. Site Generated Traffic Volumes — Scenario 3............................................................ 28 Figure 17. Redistributed Background Traffic — Scenario 2 and Scenario 3................................ 29 Figure 18. Build -Out (2030) Total Peak Hour Traffic Volumes — Scenario 1 ............................ 30 Figure 19. Build -Out (2030) Total Peak Hour Traffic Volumes — Scenario 2 ............................ 31 Figure 20. Build -Out (2030) Total Peak Hour Traffic Volumes — Scenario 3 ............................ 32 Figure 21. Proposed Dual -Left Configuration on Northbound Mustang Drive at SH 26............ 49 Figure 22. Southbound Mustang Drive at SH 26 Widening for Truck Traffic ............................ 60 Figure 23. Recommended Build -Out (2030) Lane Configurations (Scenario 3 Assumed)......... 65 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) EXECUTIVE SUMMARY This traffic study was conducted to analyze the traffic impacts associated with future development on approximately 72 acres in southeast Southlake, Texas in the industrial subarea generally bounded by SH 26, Kimball Avenue, Continental Boulevard, and Brumlow Avenue for an assumed 2030 build -out year. The study area included primarily office and industrial land uses, including the proposed City of Southlake Municipal Service Center, and some residential use. Three access scenarios were analyzed. Based on the results of this analysis, the following recommendations are made: • In general, Scenario 3 provided the most benefit in terms of lower delay for the most movements (with Mustang Drive extended to Brumlow Avenue and additional access provided to Continental Boulevard). • Prioritize roadway widening on Brumlow Avenue prior to build -out of the study area. • In general, new access driveways/roadways should be built with two approach lanes at intersections with major streets unless predicted outbound traffic volumes are very low. • As the industrial areas and the Municipal Service Center are anticipated to serve truck traffic, new site access points must be built to accommodate truck turning movements into and out of the sites. • The SH 26 corridor should be retimed prior to 2030, preferable after several of the following geometric improvements are made. • At Brumlow Avenue at SH 26, install a southbound right -turn lane. • Mustang Drive at SH 26 o Install an additional northbound left -turn lane in median, which is necessary for the elimination of split phasing. Restripe the northbound approach to include dual left - turn lanes and a shared through/right turn lane (see Figure 21). Elimination of split phasing is predicted to significantly improve efficiency and operation at the intersection. o In order to better accommodate trucks at Mustang Drive and SH 26, the southbound approach should be widened by two feet and a compound curb radius should be installed, with a 70-foot initial radius (approximately 50 feet in length) and then a 100-foot radius (see Figure 22). This will require relocation of rail crossing gates, signal and ped poles, ped ramps, and potential expansion of rail crossing planking. • Kimball Avenue at SH 26 o Install an additional southbound left -turn lane in median. Restripe the southbound approach to include dual left -turn lanes and a shared through/right turn lane. Eliminate split phasing north and south to improve efficiency and operation. • Hart Street/Warwick Way at Brumlow Avenue Traffic Study for Industrial Subarea - Southlake, Texas Page i DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) o Restripe westbound Hart Street to include two approach lanes and widen eastbound Warwick Way into the median to provide two approach lanes. o Install a northbound right -turn lane (based on projected volumes) and a southbound left -turn lane with a minimum 100 feet of storage. o Consider installation of traffic signal control. • Mustang Drive Extension/Residential Driveway at Brumlow Avenue o Install a northbound right -turn lane (based on projected volumes) and a southbound left -turn lane with a minimum 100 feet of storage. o Install traffic signal control (except for Scenario 1). In addition to serving residential, office, and industrial traffic, this signal will also provide better access for City vehicles to and from the Municipal Service Center and will also help facilitate pedestrian movements crossing Brumlow Avenue. • Northern Municipal Driveway at Brumlow Avenue o Install a northbound right -turn lane (based on projected volumes) and a southbound left -turn lane with a minimum 100 feet of storage. o If extension of Mustang Drive occurs, the Municipal Service Center should consider orienting its primary drive to Mustang Drive to utilize the signal. • North Driveway at Continental Boulevard o Install an eastbound right -turn lane (based on projected volumes). o Install a westbound left -turn lane (based on projected volumes). o The City should consider widening Continental Boulevard to a three -lane roadway with a two-way left turn lane, at least between North Driveway and the future Sports Complex to be located north of Continental Boulevard in the vicinity of the present Municipal Service Center. This would allow left -turn access to both locations. In addition, a raised pedestrian refuge island could be installed in the center lane to provide crossing opportunities to residents south of Continental Boulevard to access the trail and Sports Complex. Traffic Study for Industrial Subarea - Southlake, Texas Page ii DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) INTRODUCTION This traffic study was conducted to analyze the traffic impacts associated with future development in southeast Southlake, Texas in the industrial subarea generally bounded by SH 26, Kimball Avenue, Continental Boulevard, and Brumlow Avenue. The primary focus of this study was to identify mitigation necessary to accommodate future development and evaluate secondary access scenarios. Analysis was conducted for projected 2030 conditions. An aerial image showing the location of the site and the count locations is shown in Figure 1. The study area includes approximately 72 acres, with primarily office and industrial land uses. Approximately 12.5 acres of the site will be developed as the new City of Southlake Municipal Service Center, as shown in Figure 2. Additionally, the southeastern parcel of the site (approximately 26.5 acres) is currently planned to include several industrial buildings, totaling approximately 341,000 square feet of gross floor area, as shown in Figure 3. Finally, trip generation also included approximately 27.5 acres of single-family development on the west side of Brumlow Avenue. The single-family development was assumed to have direct access to Brumlow Avenue and cross - access to the intersection of Brumlow Avenue and Warwick Way. The City Municipal Service Center was assumed to have two full -access driveways on Brumlow Avenue, as shown in Figure 2. For the purposes of this study, additional cross -access was also assumed to the extension of Mustang Drive for the applicable scenarios. Study scenarios include the following access options for the industrial and office parcels east of Brumlow Avenue: • Scenario 1 — Access only to the Mustang Drive at SH 26 intersection for the southern portion and some additional access to Brumlow Avenue via Hart Street for the northern portion. • Scenario 2 — Access to SH 26 via Mustang Drive and additional access to Brumlow Avenue via Hart Street and via the proposed extension of Mustang Drive to Brumlow Avenue. • Scenario 3 — Access to SH 26, access to Brumlow Avenue (as above), and access to Continental Boulevard. The following existing study intersections are included: • SH 26 at Kimball Avenue • SH 26 at Mustang Drive/Mustang Court • SH 26 at Brumlow Avenue • Mustang Court at Southwestern Avenue • Brumlow Avenue at Warwick Way/Hart Street Traffic Study for Industrial Subarea - Southlake, Texas Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) The following elements were included in this study, based on discussion with the City of Southlake: Data Collection • Collected existing AM and PM peak hour traffic volumes at the five (5) existing intersections identified above. • Obtained historical traffic volumes in the vicinity of the proposed development. Traffic Analysis • Assessed the general accessibility of the site. • Estimated the number of trips that will be generated by any proposed developments and by potential developments allowed by existing zoning. • Estimated the directional distribution of traffic approaching / departing the proposed development. • Assigned the estimated traffic to the street network. • Performed capacity analysis for the critical intersections. • Performed capacity analysis for roadways adjacent to the site. • Analyzed the impact of the development on the area roadways for the proposed site plan and the alternate scenarios. Recommendations • Determined if any roadway improvements are needed to accommodate existing traffic, projected background traffic in the build -out year, and projected site traffic generated by the proposed developments. • Determine preferred alternative between the three site access options. • Determined recommended lane configurations, storage lengths, and traffic control necessary to accommodate projected traffic at the study intersections. Traffic Study for Industrial Subarea - Southlake, Texas Page 2 y ' ' {- • ro �, ' �" '.. _ - s �;- x . ,. , . * - -fix f iEF�� 'Id — YaCount Locati [FIII 6" • , _ w Rainbow St vx � n�. a�'r-• • •- $i40kSnifB' 12 Elementary Old Union School O tc-dntinent<aI�&Ivel ...� p — i •y f r . � art 9 .E. na r o a To. z ate. �.r�l�� • '� . 1 �- o . I�1u Yang• 'I Magnolia Single Grapevine �n DrFamily a a --Ayr ir_ l--High School7od Dr o O- I ial vest. Hill Dr for ee' TimbersCross � 0 Y s, ,,- Coh Dr Middle fi � �, •.. it a �� 'a - DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) "'(U o,ACd ,°R„) IDASW . rq� _err �I I 589°40'23"E 1147. 17' 11 �I rErvtt o crvE OUTDOOR - -- IB 1 __ ____ _ w � q[ u 11 GATE SER CF VESTORAGEVER D 1 --- STORAGE � 1 I:116i r 1 °> _ p I UBUC SAFETY TRAINING 1� 1 N 1 E�Ecmc vEv aE 6 m sl cvnvc rvc sTanory vFTnry rvG wau GATE STAFF PARK NG 11A-1 Y ENNRO .R NOTOWER ES DRIV on • --- - - a BAY rv, F a Pais 1TL rE .noa sGry STU9EN '.. zl STREET/.. 1 L PARKIN DRAINAGE.= i 1 1 , f`l Q OOBBY ADMINISTRAPON gAY (rwo EEveEs)BUILDING vARD 1 11 m E VISITOR ARKING oo w ♦ III ✓ I '� 'k —} — ', k—r ��^ 1 xroRNr m CON utllaN 1 I IFA >ItY.V> IgaSH RECKUNG - 1 1 _ ♦� I --1 I 589°2623 WRLIr 59240' 1 I I w _1 . FXIs1NG ..s .DING E' e � 40 cs[ �`*I � . ---1 � mvro acic mASo nFI W E 1 I � -., °i �XP� B91Cr �•-- I I .. I naE c<rvE mn5ongr rErvcE t:.-. aclmaamuiwu) -"'.•L I______I '' 1 20 SAN ens vE N°�� r GR EIS z20 s I e c wnsrvoul PREDGE ♦ �. �,. TE OF 100 YEAR n I C� �•. - .� I r ; lYEAR —OD PAIN F LO.YEAR —OD Il -d i'� J -. r D t' 1�° o 1 __ rs sse cs ai) � J 1 f -1 S iA CON W/ CANOPY SERVICE TARD / 4 !. 1 DUMPSTERS 5`A�Rf R-nlI 1:es J r I L__ -- - -- _ :. �I i saolLs / N89°5222"W 51721' '\ 1} masamar rex.c .. � \ 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 972-248-3006 gee eneineevinc I I I I I I I I n ,� zalm I , 0 40 80 160 aw SOUTHLAKE MUNICIPAL SERVICE CENTER - PROPOSED CONCEPT SITE PLAN NORTH Preliminary Concept Plan for Southlake Municipal Service Center Figure 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Figure 3. Proposed Site Plan for Mustang Business Center I 1 I I � 1 . I -' I I I r II B.ALfl H61 Bl4bN�� _ l; I r — I II I jJll J , f I Su DNGa us I ww f - _ --- r� Traffic Study for Industrial Subarea - Southlake, Texas Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) SITE ACCESSIBILITY Site accessibility describes the ease with which vehicles can get to and from a development. A site's accessibility is affected by the geographical location of the development with respect to other activity areas, the roadway system, and physical restraints such as rivers or lakes. The proposed study site will be generally located south of Continental Boulevard, east of Brumlow Avenue, and north of SH 26 in Southlake, Texas. A brief description of the major area roadways is provided below: State Highway 26 — State Highway 26 (SH 26), or Ira E Woods Avenue, is a six -lane divided eastbound -westbound roadway with a posted speed limit of 45 miles per hour (mph) in the vicinity of the site. SH 26 is on the border between Southlake and Grapevine. SH 26 is not shown in the City of Southlake Master Thoroughfare Plan (revised January 2018). SH 26 is on the border between Southlake and Grapevine. SH 26 is classified as a Major Arterial (Type A) in the City of Grapevine Thoroughfare Plan (revised August 2017). Kimball Avenue — Kimball Avenue is a four -lane divided roadway with a posted speed limit of 35 mph in the vicinity of the site, which generally runs in a north -south direction. Kimball Avenue currently terminates approximately 250 feet south of SH 26. However, the City of Grapevine Thoroughfare Plan shows Kimball Avenue eventually extending south to intersect Mustang Drive at Heritage Avenue. Kimball Avenue is classified as an Arterial (A4D) in the City of Southlake Master Thoroughfare Plan (revised January 2018). Kimball Avenue is classified as a Major Arterial (Type B) in the City of Grapevine Thoroughfare Plan (revised August 2017). The existing intersection of Kimball Avenue and SH 26 operates with traffic signal control. It should be noted that there is a railroad crossing on Kimball Avenue approximately 55 feet north of SH 26. Brumlow Avenue — Brumlow Avenue is a five -lane northbound-southbound roadway with a two-way center left -turn lane north of SH 26, with a posted speed limit of 30 mph. Brumlow Avenue narrows to a two-lane undivided roadway approximately 1,100 feet north of SH 26, and remains a two-lane roadway until it reaches Continental Boulevard. North of Continental Boulevard the road widens to a four -lane divided roadway and is named Carroll Avenue. South of SH 26, the road is a four -lane divided roadway named Pool Road with a posted speed limit of 35 mph. Brumlow Avenue and Carroll Avenue are both classified as an Arterial (A4D) in the City of Southlake Master Thoroughfare Plan (revised January 2018). Pool Road is classified as a Major Arterial (Type B) in the City of Grapevine Thoroughfare Plan (revised August 2017). It is our understanding that the City plans to widen the current 2-lane undivided section of Brumlow Avenue, with preliminary construction plans for 2024 to 2025. Traffic Study for Industrial Subarea - Southlake, Texas Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) The existing intersection of Brumlow Avenue and SH 26 operates with traffic signal control. It should be noted that there is a railroad crossing on Brumlow Avenue approximately 80 feet north of SH 26. Continental Boulevard — Continental Boulevard is a two-lane undivided eastbound - westbound roadway with a posted speed limit of 30 mph. Continental Boulevard widens to a five -lane with a two-way left -turn lane approximately 700 feet west of Kimball Avenue. Continental Boulevard terminates at Kimball Avenue and the westbound approach at the intersection is a commercial driveway. Continental Boulevard is classified as a Collector (C2U) in the City of Southlake Master Thoroughfare Plan (revised January 2018). The existing intersection of Continental Boulevard and Kimball Avenue operates with traffic signal control. The existing intersection of Continental Boulevard and Brumlow Avenue is a single -lane roundabout. Mustang Drive/Mustang Court — Mustang Drive is a four -lane undivided eastbound - westbound roadway south of SH 26, with a posted speed limit of 30 mph. Mustang Drive has an approximate 50-degree turn at its intersection with SH 26 in order to intersect at a right- angle. Thus, Mustang Drive is considered the northbound approach at the intersection. North of SH 26, Mustang Court is a two-lane undivided roadway which currently terminates approximately 450 feet north of SH 26 but is anticipated to be extended through the future industrial development(s). Mustang Court is considered a local roadway in the City of Southlake Master Thoroughfare Plan (revised January 2018). Mustang Drive is classified as a Minor Arterial (Type D) in the City of Grapevine Thoroughfare Plan (revised August 2017). The existing intersection of Mustang Drive/Mustang Court and SH 26 operates with traffic signal control. It should be noted that there is a railroad crossing on Mustang Court approximately 50 feet north of SH 26. Southwestern Avenue — Southwestern Avenue is a two-lane undivided roadway which provides access to two industrial developments on either side of Mustang Court. There is no posted speed limit. Southwestern Avenue is considered a local roadway in the City of Southlake Master Thoroughfare Plan (revised January 2018). The intersection of Mustang Court and Southwestern Avenue is currently uncontrolled. Hart Street — Hart Street is a two-lane undivided eastbound -westbound roadway approximately 36-feet wide. There is no posted speed limit. There is on -street parking along both sides of the street. Hart Street currently terminates approximately 780 feet east of Brumlow Avenue. Hart Street is considered a local roadway in the City of Southlake Master Thoroughfare Plan (revised January 2018). Warwick Way — Warwick Way is a two-lane undivided eastbound -westbound roadway which is the entrance to a residential neighborhood. There is no posted speed limit. Warwick Way Traffic Study for Industrial Subarea - Southlake, Texas Page 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) is approximately 200 feet long and runs between Brumlow Avenue and Montgomery Lane. Warwick Way is considered a local roadway in the City of Southlake Master Thoroughfare Plan (revised January 2018). Warwick Way is the eastbound approach and Hart Street is the westbound approach at their intersection with Brumlow Avenue. The intersection currently operates under two-way stop control, with stop signs on the Hart Street/Warwick Way approaches. The existing intersection lane configurations in the study area are shown in Figure 4, along with the existing traffic control at the study intersections. Existing transportation modes in the study area are primarily vehicular traffic. There is an existing sidewalk facility on the north side of SH 26 (Cotton Belt Trail). There are sidewalks on either side of Kimball Avenue, but they terminate before reaching SH 26. There is a continuous sidewalk along the north side of Continental Boulevard and disconnected segments on the south side. There are only disconnected sidewalk segments along Brumlow Avenue at this time. There are sidewalks on both sides of Mustang Drive but no sidewalks along Mustang Court north of SH 26. There is a sidewalk on the north side of Warwick Way. Finally, there are no sidewalks along Hart Street or Southwestern Avenue. There are generally marked crosswalks and pedestrian facilities at signalized intersections within the study area and at the roundabout. The unsignalized study intersections do not currently have pedestrian facilities. As shown in Figure 1, several schools are located within the vicinity of the study area. Old Union Elementary School (Carroll ISD) is located in the northwest corner of the intersection of Continental Boulevard and Brumlow Avenue/Carroll Avenue. Cross Timbers Middle School (Grapevine Colleyville ISD) is located on the east side of Pool Road approximately 500 feet south of SH 26. Finally, Grapevine High School (Grapevine Colleyville ISD) is located on the west side of Timberline Drive approximately 600 feet south of Mustang Drive. The high school also has an access point on Mustang Drive approximately 200 feet south of SH 26. Traffic Study for Industrial Subarea - Southlake, Texas Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) S Carroll Ave Single -Lane Roundabout . - E Continental Blvd 0 , 0 O Warwick Way , fl a�► Hart:St , D 0 c° CD I, 1 i -------11 �� N n 0 3� o y Q V, m 0 r Pie �5 a5 boo ~ 01 J5 9 �� Currently uncontrolled. i v R R \\ O eytie/t�� rP,e C�r fGsrd7s �� '� LEGEND h * ��►� • Study Intersection b �sd - Site Locations Lane Configuration L* Channelized Right -Turn Stop -Controlled Approach NOT TO SCALE Signalized Intersection 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Existing Intersection Lane Configurations Figure 4 972-248-3006 LCC mcinCC:vIne DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) PROPOSED DEVELOPMENT The primary study area includes approximately 72 acres in the industrial subarea generally bounded by SH 26, Kimball Avenue, Continental Boulevard, and Brumlow Avenue. Future residential on the west side of Brumlow Avenue was also included in the development of future traffic volumes. Future traffic volumes were developed for an analysis year of 2030. Figure 5 shows the parcels included in trip generation. Figure 5. Parcels Included in Trip Generation Land uses for the above parcels include: • Parcel 1 — Mustang Business Center site, assumed industrial use • Parcels 2, 4, 5, & 6 — assumed office and/or industrial use • Parcels 3, 7, & 8 — City Municipal Service Center site • Parcels 9 through 17 — assumed single family residential Traffic Study for Industrial Subarea - Southlake, Texas Page 10 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Trip Generation Calculation The number of trips generated by the development is a function of the type and quantity of land use. The number of vehicle trips generated by the development was estimated based on the trip generation rates and equations provided in the publication entitled Trip Generation Manual, Tenth Edition, by the Institute of Transportation Engineers (ITE). Estimates of the number of trips generated by the site were made for the weekday AM and PM peak hours, as well as on a daily basis. Additionally, as part of this study, three scenarios were created to identify potential traffic impact of low, medium, and high intensities of development. The residential and City Municipal Service Center were assumed to be the same for each scenario. But the remaining parcels can potentially generate varying levels of traffic volumes depending on the exact land use. Trip generation for each land group is identified below. All trip generation rates, equations, and directional splits utilized in this analysis are included in Appendix A. Residential (Parcels 9 to 17) Based on discussion with the City, the residential parcels were assumed to develop with approximately 1.5 homes per acre. Parcels 9-17 include a total of approximately 27.6 acres, resulting in approximately 42 single family homes. The predicted trip generation results for the proposed residential parcels are shown in Table 1. Table 1. Trip Generation Calculations for Residential (Parcels 9-17) Amount Units ITE Land Use (ITE Code) Daily Trips 1 AM Peak Hour PM Peak Hour In 1 Out Total In 1 Out Total 42 Dwellings Single Family Detached Housing (210) 470 9 26 35 28 16 44 City Municipal Service Center (Parcels 3, 7, & & The proposed site is anticipated to include a two-story administration building, parking for city vehicles, storage, a fueling station for city vehicles, and a public safety training tower. Fueling data from the existing City facility on Continental Boulevard was provided by City staff. Table 2 summarizes the peak hour and daily traffic served by the fueling facility on weekdays. Table 2. Existing City Fueling Data Mon Tues Wed Thurs Fri Average AM Peak Hour 4 4 3 3 6 4 PM Peak Hour 4 3 2 2 5 3.2 Max Peak Hour 4 5 6 5 7 5.4 Daily Total 29 30 32 22 37 30 For the purposes of this study, the highest peak hour traffic shown in Table 2 (7 vehicles) was assumed to be entering and exiting the new site during both the AM and PM peak hours. Based on the preliminary concept plan, the administration building is anticipated to be approximately 31,700 square feet and include offices for departments such as Environmental, Streets and Drainage, Utility Billing, Water, and Transportation. Based on information from the Traffic Study for Industrial Subarea - Southlake, Texas Page 11 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) City, approximately 70 employees are anticipated to be working in the offices. There is also a training room, with seating shown for 48 attendees and two presenters. Several land uses were investigated to calculate site traffic associated with the administration building, as shown in Table 3. Table 3. Trip Generation Alternatives for City Municipal Service Center — Administration Building Amount Units ITE Land Use (ITE Code) Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total 31,700 SF General Office Building (710) 350 48 8 56 6 32 38 70 Employees General Office Building (710) 368 31 6 37 8 34 42 70 Employees Government Office Building (730) 553 49 17 66 9 39 48 70 Employees Utility (170) 285 36 9 45 8 45 53 As shown, relatively similar results were obtained for the different land uses investigated. For the purposes of this study, the Government Office Building (ITE 730) land use was utilized with employees as the independent variable, as this results in the highest trip generation overall. Finally, as previously stated, there is a training room included within the administration building, which is expected to periodically generate trips from people who do not work inside the building. In addition, the public safety training tower shown on the site plan includes a classroom with seating for 20. While training will not always be taking place, some traffic associated with these facilities was included in the peak hour analysis. For the purposes of this study, it was assumed that vehicle -trips would be generated for approximately half the seats, as some attendees will likely travel in City vehicles one or more other attendees. Therefore, it was assumed that 35 vehicles would enter in the AM peak hour and exit in the PM peak hour. Final trip generation for the City Municipal Service Center is shown in Table 4. It should be noted that this is anticipated to be a conservative estimate of site traffic, as higher values were generally selected and training `event' traffic was included (even though the larger training room is included in the administration building square footage). Table 4. Trip Generation Calculation for City Municipal Service Center (Parcels 3, 7, & 8) Amount Units ITE Land Use (ITE Code) or Assumed Land Use Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total - - Fueling Station 60 7 7 14 7 7 14 70 Employees Government Office Building (730) 553 49 17 66 9 39 48 8 Seats Training Room/Classroom 70 35 - 35 - 35 35 HTOTAL 683 91 24 1 115 16 81 97 Mustang Business Center (Parcel 1I As previously shown in Figure 3, this parcel is anticipated to include three industrial buildings totaling approximately 341,000 square feet. ITE includes multiple possible land use options for industrial areas, including General Light Industrial, Industrial Park, Manufacturing, Warehousing, Traffic Study for Industrial Subarea - Southlake, Texas Page 12 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Mini -Warehouse, High -Cube Transload and Short -Term Storage, High -Cube Fulfillment Center Warehouse, and High -Cube Parcel Hub Warehouse. For the purposes of this study, a `high', `medium', and `low' development intensity was calculated for comparison purposes, as shown in Table 5. Table 5. Trip Generation Alternatives for Mustang Business Center (Parcel 1) Alternative Amount Units ITE Land Use (ITE Code) Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Low 341,000 SF Warehousing (150) 586 51 15 66 19 50 69 Medium 341,000 SF Industrial Park (130) 1,777 110 26 136 29 107 136 High 341,000 SF High -Cube Parcel Hub Warehouse 156 1,580 125 124 249 154 73 227 It should be noted that daily trips for the `high' alternative are slightly lower than the `medium' alternative, while peak hour traffic is higher. This is likely due to traffic associated with an Industrial Park being more spread out throughout the day and traffic associated with a High -Cube Parcel Hub Warehouse being more weighted to the peak hours. Industrial/O�fice Area (Parcels 2, 4, 5 & 6) These parcels include approximately 33 acres. However, there is approximately 5.3 acres of floodplain running north -south through the middle of Parcel 2, resulting in approximately 27.7 acres of developable area. For the purposes of this study, a floor to area ratio (FAR) of 0.20 was assumed for general office land use and an FAR of 0.30 was assumed for industrial land uses. Thus, this portion of the study area could include approximately 240,000 square feet of office space or approximately 361,000 square feet of industrial space. For the purposes of this study, a `high', `medium', and `low' development intensity was calculated for comparison purposes, as shown in Table 6. Table 6. Trip Generation Alternatives for Office/Industrial Area (Parcels 2, 4, 5, & 6) Alternative Amount Units ITE Land Use (ITE Code) Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total Low 361,000 SF Industrial Park (130) 1,830 117 27 144 30 114 144 Medium 240,000 SF Small Office Building (712) 3,886 383 78 461 188 400 588 120,000 SF Small Office Building 712 1,944 191 39 230 94 200 294 High 108,500 SF Medical -Dental Office 720 3,922 236 66 302 105 270 375 Total 5,866 427 105 532 1 199 1 470 669 Industrial Park (ITE 130) was utilized for the `Low' intensity scenario. Small Office Building (ITE 712) was utilized for the `Medium' scenario rather than General Office Building (710) as it generates a higher number of trips. It should be noted that this land use is applicable to buildings of 6,000 square feet or smaller, similar to the existing development to the west. 240,000 square feet would account for approximately 40 small office buildings. Finally, the `high' intensity land Traffic Study for Industrial Subarea - Southlake, Texas Page 13 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) use included a mix of small office and medical/dental office. It should be noted that a slightly smaller FAR of 0.18 was used for medical/dental office, as the parking requirement is twice that of a general office building. Trip Generation Alternatives As stated above, low, medium, and high development intensities were assumed to develop three trip generation alternatives. The overall trip generation results for each scenario are shown in Table 7, Table 8, and Table 9. For the purposes of this study, the medium -intensity development alternative was utilized for analysis. Table 7. `Low' Trip Generation Estimate Parcel(s) Description Daily Trips AM Peak Hour PM Peak Hour In Out Total In Out Total 9-17 Residential 470 9 26 35 28 16 44 3,7,8 Municipal Service Center 683 91 24 115 16 81 97 1 Mustang Business Park — Warehousing Land Use 586 51 15 66 19 50 69 2,4,5,6 Industrial Park Land Use 1,830 117 27 144 30 114 144 TOTAL 3,569 268 92 360 93 261 354 Table 8. `Medium' Trip Generation Estimate Daily AM Peak Hour PM Peak Hour Parcel(s) Description Trips In Out Total In Out Total 9-17 Residential 470 9 26 35 28 16 44 3,7,8 Municipal Service Center 683 91 24 115 16 81 97 1 Mustang Business Park — 1,777 110 26 136 29 107 136 Industrial Park Land Use 2,4,5,6 Small Office Building 3,886 383 78 461 188 400 588 Land Use TOTAL 6,816 1 593 1 154 1 747 261 1 604 1 865 Table 9. `High' Trip Generation Estimate Daily AM Peak Hour PM Peak Hour Parcel(s) Description Trips In Out Total In Out Total 9-17 Residential 470 9 26 35 28 16 44 3,7,8 Municipal Service Center 683 91 24 115 16 81 97 Mustang Business Park — 1 High -Cube Parcel Hub 1,580 125 124 249 154 73 227 Warehouse Land Use Small Office Building + 2,4,5,E Medical/DentalOffice 5,866 427 105 532 199 470 669 Land Uses TOTAL 1 8,599 1 652 279 1 931 1 397 1 640 1,037 Traffic Study for Industrial Subarea - Southlake, Texas Page 14 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) EXISTING AND BACKGROUND TRAFFIC VOLUMES Collected Traffic Volumes Existing daily turning movement volumes were collected on Wednesday, August 25, 2021, at the following intersections: • Brumlow Avenue at Warwick Way/Hart Street; • Mustang Drive at Southwestern Avenue; • Brumlow Avenue at SH 26; • Mustang Drive at SH 26; and • Kimball Avenue at SH 26. In addition, AM and PM peak hour volumes previously collected by LEE at the intersection of Continental Boulevard and Woodsey Court were utilized to identify peak hour traffic on Continental Boulevard. These volumes were collected on Thursday, June 17, 2021. The collected AM peak hour and PM peak hour volumes are shown in Figure 6. The collected daily turning movement volumes are shown in Figure 7. Raw data sheets are included in the Appendix. Development of Background Traffic Volumes Historical daily traffic volumes in the study vicinity were gathered from available online TxDOT and City of Southlake traffic counts in the vicinity of the site, which are summarized in Table 10. Table 10. Historical Daily Traffic Volumes Year Mustang Dr South of SH 26' SH 26 West of Mustang Dr' SH 26 West of Brumlow Ave' Continental East of Brumlow2 Brumlow Ave North of SH 262 Kimball Ave North of SH 262 2009 18,430 35,720 32,400 - - - 2010-12 - - - - - - 2013 - - - 9,430 14,877 13,685 2014 13,629 29,943 31,028 - - - 2015 - - - 11,618 12,235 16,396 2016 - - - - - - 2017 - - - 12,373 13,299 15,933 2018 - - - - - - 2019 14,844 40,864 35,198 - - - Average Growth Rate -2% 1 % 1 % 7% o -3 /a 0 4 /o 'Source: https://trafficcounts.nctcog.orgltrafficcount/ 'Source: https://www.cityofsouthlake.com/2686/Traffic-Management-Division Based on the above traffic data, traffic volumes in the vicinity of the study area have varied, but have generally grown by an average of one to two percent per year. Based on these results, background (non -site) traffic volumes for the study area intersections and roadways were estimated by growing the existing traffic volumes at an annual rate of two percent (2%) for nine years to obtain the Build -Out Year (2030) Background traffic volumes, as shown in Figure 8. However, the collected counts at Continental and Woodsey were collected in summer and were significantly lower than peak hour traffic should in City of Southlake counts from 2017. Thus, for the purpose of this study, peak hour volumes on Continental were estimated based on the 2017 count data, as shown in Figure 8. Traffic Study for Industrial Subarea - Southlake, Texas Page 15 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) S Carroll Ave E Continental Blvd w w C u, rn� per, N Warwick Way + 4 30 (23) 1 (0) — 26 (21) —� I NOT TO SCALE 266 (581 3 (5) 429 (324) — *1 F" 2 (9) --� I o a, t-- 7 (26) \ —1 (0) j-- 2 (18) .) (' Hart St 0CCn �I 3 0 m 0 0 0- 0 m `G 9 Collected on Thursday, June 17, 2021. �5 Pie a5 boo M s ar9 p� ti or JJ Go � 61 l2 9l �o0 J �3lb y �`p0. bo�� 2 lg, Il LEGEND �303c,�3 • Study Intersection 4 AM Peak Hour (PM Peak Hour) Turning movement volumes collected on Wednesday, August 25, 2021. 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Existing (2021) Peak Hour Traffic Volumes Figure 6 972-248-3006 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) S Carroll Ave E Continental Blvd 212 1 + —10 120 0 Warwick Way 262 .� (' Hart St 0. cn CD 6— 276 CO N I NOT TO SCALE Pie a5 boo M s ar9 p� N16 �N1 150,6 O / rn co-4 G �� y �\tk 'N 9 .1 1 �► , �, r Q .� ti. S s 'e G R 1p 4R�1 35 d'`5L9 LEGEND • Study Intersection 24-Hour Volume 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Daily Traffic Volumes - Wednesday, August 25, 2021 Figure 7 972-248-3006 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) N 3� S Carroll Ave 3 ��00601 m10331��61 E Continental Blvd 1 550 (1000) J P 1000 (550) —� A1\ emu' P rn Estimated based onCO �> City-wide 2017 volumes 8 (31) 2 �g61 w — 1 0 R�1 iy 6 2 (22) Warwick Way 36 (27) .� (' Hart St o 1 (0) — W 0 n> c 31 (25)� ,' � �61 (D m Je 3 a5P D boo C o �4s m Mus�ar9 �� O3o�2306\ �� 1 � °ion � 51 � A1\'9ao" y l310 2212111�221 �' � ��\ �► ��J J 2y0 ��1� J LEGEND N Study Intersection 6 AM Peak Hour (PM Peak Hour) NOT TO SCALE 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Build -Out Year (2030) Background Peak Hour Traffic Volumes Figure 8 972-248-3006 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) TOTAL TRAFFIC VOLUMES Directional Distribution The existing traffic volumes in the area, knowledge of the study area, and the proposed or assumed site layouts were used to determine the directions from which site traffic would approach and depart the study developments. The assumed directional distribution used for site traffic for the residential and industrial/office areas is shown in Figure 9. The assumed directional distribution used for site traffic for the City Municipal Service Center is shown in Figure 10. Study Scenarios As previously stated, study scenarios include the following access options for the industrial and office parcels east of Brumlow Avenue: • Scenario 1 — Access only to the Mustang Drive at SH 26 intersection for the southern portion and some additional access to Brumlow Avenue via Hart Street for the northern portion. • Scenario 2 — Access to SH 26 via Mustang Drive and additional access to Brumlow Avenue via Hart Street and via the proposed extension of Mustang Drive to Brumlow Avenue. • Scenario 3 — Access to SH 26, access to Brumlow Avenue (as above), and access to Continental Boulevard. For reference, the assumed preliminary analysis lane configurations for the site access points for the three alternative scenarios are shown in Figure 11, Figure 12, and Figure 13. Lane configurations based on the currently proposed site plan (Figure 2) were previously shown in Figure 3. Lane configurations at the existing three intersections along Oakmont Drive were the same for all scenarios. For all scenarios, the single-family development was assumed to have a direct full -access driveway on Brumlow Avenue and cross -access to the intersection of Brumlow Avenue and Warwick Way via Montgomery Lane. However, some site traffic was distributed to the Mustang Drive Extension for the applicable scenarios. The City Municipal Service Center was assumed to have two full -access driveways on Brumlow Avenue. For the purposes of this study, additional cross -access was also assumed to the extension of Mustang Drive and the North Driveway on Continental Boulevard for the applicable scenarios. All traffic for the Mustang Business Center was assumed to access the site via the intersection of Mustang Drive and SH 26 for Scenario 1. However, some site traffic was distributed via the Mustang Drive Extension and the North Driveway for the applicable scenarios (Scenario 2 and Scenario 3). Similarly, for the industrial/office area, the Mustang Drive Extension and North Driveway were utilized for the applicable scenarios. For Scenario 1, traffic from the north and west was assumed Traffic Study for Industrial Subarea - Southlake, Texas Page 19 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) to access the site via Hart Street at Brumlow Avenue and the remainder was assumed to access the site via Mustang Drive at SH 26. Site Traffic Volumes Traffic volumes expected to be generated by the proposed development were assigned to the area roadways and site access points based on the assumed directional distributions identified in Figures 9 and 10, for each of the study scenarios above. The estimated site generated traffic volumes for the study area for the weekday AM and PM hours are shown in the following figures: • Figure 14 — Scenario 1 • Figure 15 — Scenario 2 • Figure 16 — Scenario 3 Redistributed Neighborhood Traffic Volumes With the extension of Mustang Drive to Brumlow Avenue, it is anticipated that some of the existing westbound right -turning traffic on SH 26 would `cut the corner' and turn at Mustang Drive rather than at Brumlow Avenue, as this would be a shorter distance. For the purpose of this study, one-third of the existing right -turn traffic was reassigned to Mustang Drive Extension, as shown in Figure 17. This redistributed traffic was added to (or subtracted from) 2030 background traffic volumes for Scenario 2 and Scenario 3 only. Note that, while some of the southbound left -turns from Brumlow Avenue to SH 26 may redistribute to Mustang Drive Extension, it is likely that fewer vehicles would make this maneuver, depending on signal operation at the respective intersections. Projected Total Traffic Volumes To obtain the projected total traffic volumes at site Build -Out (2030), the estimated site generated traffic volumes at build -out (Figures 14-16) and the redistributed traffic volumes (Figure 17, as applicable) were added to the 2030 background traffic volumes (Figure 8). The projected Build - Out Year (2030) Total traffic volumes are shown in the following figures: • Figure 18 — Scenario 1 • Figure 19 — Scenario 2 • Figure 20 — Scenario 3 Traffic Study for Industrial Subarea - Southlake, Texas Page 20 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) I NOT TO SCALE M 10 LEGEND • Study Intersection �--► Directional Distribution - Site Locations 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Assumed Directional Distribution - Office, Industrial, and Residential Figure 9 972-248-3006 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) 10 IL I NOT TO SCALE LEGEND • Study Intersection �--► Directional Distribution - Site Locations 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Assumed Directional Distribution - Municipal Service Center Figure 10 972-248-3006 LCC Cncimninc DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) S Carroll Ave I NOT TO SCALE 0 0 0 m a5 Pie boo (LEGEND • Study Intersection - Site Locations Lane Configuration L* Channelized Right -Turn Stop -Controlled Approach Signalized Intersection 3030 LBJ FREEWAY SUITE Assumed 2030 Preliminar Lane Configurations for Analysis - DALLAS,TEXAS 75234 Figure 11 972-248-3006 ce n a ri o 1 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) S Carroll Ave I NOT TO SCALE 0 0 0 m a5 Pie boo (LEGEND • Study Intersection - Site Locations Lane Configuration L* Channelized Right -Turn Stop -Controlled Approach Signalized Intersection 3030 LBJ FREEWAY SUITE ,TEXAS 75234 DALLAS1660 TAssumed 2030 Preliminar Lane Configurations for Analysis - 972-248-3006 Clenario 2 Figure 12 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) S Carroll Ave I NOT TO SCALE 0 0 0 m a5 Pie boo (LEGEND • Study Intersection - Site Locations Lane Configuration L* Channelized Right -Turn Stop -Controlled Approach Signalized Intersection 3030 LBJ FREEWAY SUITE ,TEXAS 75234 DALLAS1660 TAssumed 2030 Preliminar Lane Configurations for Analysis - Figure 13 972-248-3006 Cle n a ri o 3 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) �5 a5 Pie boo I LEGEND NOT TO SCALE • Study Intersection — AM Peak Hour (PM Peak Hour) 3030 LBJ FREEWAY SUITE 1660 Site Generated Traffic Volumes - DALLAS, TEXAS 75234 Figure 14 972-248-3006 Scenario 1 LCC CncinCC:vInc DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) N �6 S Carroll Ave --"") v co �621 E Continental Blvd �J f N o <o g L17(81) L12(60) 1,�g61 35 Warwick .� 1 `' 14 (70) 14 (70) 5 (3) '� Way 3 (2)--t . (' Hart St o o p 2 (1)� P �o 10 (6) o w J (D e Residential Dwy Munici al Dwy N Mvst n 8 < Oa rn g Municipal Dwy S cc `Xt�h S�Ory \tray rn �4 L 17 (58) sd� 1 4 2 (7) MUs�argpr 0 o00 Go co 'v oNo rQ w 1 �11 � 3 s 6 `IP 6 L2 g "PIP �J p2 103 lIl �aU, `�o� �• �J s LEGEND • Study Intersection NOT TO SCALE — AM Peak Hour (PM Peak Hour) 3030 LBJ FREEWAY SUITE 1660 Site Generated Traffic Volumes - DALLAS, TEXAS 75234 972-248-3006 Scenario 2 Figure 15 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) �5 a5 Pie boo I LEGEND NOT TO SCALE • Study Intersection — AM Peak Hour (PM Peak Hour) 3030 LBJ FREEWAY SUITE 1660 Site Generated Traffic Volumes - DALLAS, TEXAS 75234 Figure 16 972-248-3006 Scenario 3 LCC CncinCC:vinc DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) N N i NOT TO SCALE LEGEND • Study Intersection AM Peak Hour (PM Peak Hour) 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Redistributed Background Traffic - Scenario 2 and Scenario 3 Figure 17 972-248-3006 LCC Cncimninc DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) N 3 S Carroll Ave m cos ./ 32 l�l —"") E Continental Blvd �o62ps� G � W L 29 (141) —1 (0) I Warwick .� 1 �' 16 (92) Z��96 �3 i n" 7 (4) Way 40 (30) . �' Hart St o '� 1 (0)— w rn 12 (7) CO 34 (27) " co ,Lrol w � w m Pie Residential Dwy 3 d5 Munici al Dwy N D Cn Municipal Dwy S Cn \tray CP L 17 (58) sd� 1 4 �4 (15) 3 MUstargOr cn L2 6 `�'�' G OOP'?�OJ 0 6 131631� ��J�JJ �6Q1CO `D1 2 6�3 LEGEND • Study Intersection NOT TO SCALE — AM Peak Hour (PM Peak Hour) 3030 LBJ FREEWAY SUITE Build -Out (2030) Total Peak Hour Traffic Volumes - DALLAS,TEXAS 75234 Figure 18 972-248-3006 Scenario 1 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) N 3 S Carroll Ave —"") m 70 E Continental Blvd j��su G rn co �21 �0 i N Nw L73(136) az� �10(p1) 9 120�1 J �O _ Warwick .� 1 16 (92) Z$��6 l6l 14 (70) Way 39 (29) --t Hart St U) 53 () '� 6 (4) N 1 (0) — w -4 o 33 (26) " co 0 ,Lrol 10(6)� co �-5�w os (D Residential Dwy Munici al Dwy N Mvst 3 5 Oa C n Municipal Dwy S cc < S/O00 \tray co � n �4s L 17 (58) 1 4 2 (7) MUs�argpr CO 00 w� rnJ �39�� 1 cr -� �O�OO`�til �Gti �/ L�Lti�6 L () N rn ' o�°' Sao �o 'l 0 J r "�' ,l oti� s '��1ssJ 0 (6) .� 1 �► R .oj 9 /J sJ y hs9�� co Q�r'J�`� ��) J �� 2 6�0 LEGEND NOT TO SCALE • Study Intersection — AM Peak Hour (PM Peak Hour) 3030 LBJ FREEWAY SUITE ,1660 ALLATEXAS 75234 DALLAST Build-Out (2030) Total Peak Hour Traffic Volumes - Figure 19 972-248-3006 Scenario 2 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) N �6 N S Carroll Ave m — 32 lt�l —"") 556 (1004) �0 0 E Continental Blvd � 67 (25) ��6d," �� G U 1012 (596) — N 49 (22)� JL�S w L 12 (51) rn g61 �► J L 68 (112) o —1(0)6~2 (7) Warwick `16 (92)Z$( ) z Way 39 (29) � . �' Hart St 0 U) 5 (3) ► 1 (0)— w rn 3 0 6 (4) 33 (26) co 10 (6) w m �61 oWrn J�� (D �e`5 w 5P Residential Dwy 3 Oa Munici al Dwy N MUS48 n cc < ^\O C Municipal Dwy S g `XtOh (D �ta� S/On �4s L 13 (44) 1 4 2 (7) MUs�argpr CO 00 cr L 1 (5) o °' 0 ��j J� �� 6` co ' 61 � �a�d' �c� p�0�\ /J sJ y h bP o 5 l3 3 �J�sJs �6o`D1 �� Q�r'J�`� l J 2 6�0 LEGEND • Study Intersection NOT TO SCALE — AM Peak Hour (PM Peak Hour) 3030 LBJ FREEWAY SUITE ,1660 TEXAS 75234 DALLASTBuild-Out (2030) Total Peak Hour Traffic Volumes - ALLAFigure 20 972-248-3006 Scenario 3 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) TRAFFIC ANALYSIS Roadway Link Capacity Analysis Roadway capacity is defined as the volume of traffic that a roadway can accommodate based on the road's width, traffic control, parking conditions, and several other factors. Capacity values for divided roadways by area type and functional class are presented in Table 11. These values were obtained from the North Central Texas Council of Governments' (NCTCOG) Dallas -Fort Worth Regional Travel Model and are used to determine planning level directional hourly capacities on roadway links within the model. Table 11: NCTCOG Roadway Capacity Analysis and Level of Service Guidelines Hourly Service Volume per Lane* (Divided or One -Way Roads) Functional Class Area Type Principal Minor Frontage Freeway Arterial Arterial Collector Ramp Road HOV CBD 2300 725 725 475 1250 725 2050 Outer Business District 2300 775 775 500 1375 775 2125 Urban Residential 2300 850 825 525 1425 850 2150 Suburban Residential 2300 925 900 575 1600 900 2225 Rural 2300 1025 975 600 1725 975 2300 * Service volumes at Level of Service E (the model requires LOS E service volumes) Hourly Service Volume per Lane* (Undivided Roads) Functional Class Area Type Principal Minor Frontage Freeway Collector Ramp HOV Arterial Arterial Road CBD n/a 650 650 425 1250 650 n/a Outer Business n/a 725 725 450 1375 725 n/a District Urban n/a 775 750 475 1425 750 n/a Residential Suburban n/a 875 825 525 1600 825 n/a Residential Rural n/a 925 875 550 1725 875 n/a * Service volumes at Level of Service E (the model requires LOS E service volumes) The roadway level of service (LOS) is determined by the volume on the roadway divided by the total roadway capacity. The LOS classifications used within the model are listed below: • if Volume/Service Volume Ratio is <= 0.45, then LOS = A or B • if Volume/Service Volume Ratio is > 0.45 and <= 0.65, then LOS = C • if Volume/Service Volume Ratio is > 0.65 and <= 0.80, then LOS = D • if Volume/Service Volume Ratio is > 0.80 and <= 1.00, then LOS = E • if Volume/Service Volume Ratio is > 1.00, then LOS = F Traffic Study for Industrial Subarea - Southlake, Texas Page 33 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Roadway capacity analyses were performed for Mustang Drive and for Brumlow Avenue. As previously stated, Mustang Drive is classified as a Minor Arterial (Type D) south of SH 26 in the City of Grapevine Thoroughfare Plan. Currently, Mustang Court north of SH 26 is classified as a local roadway by the City of Southlake. Brumlow Avenue is classified as an Arterial (A4D) in the City of Southlake Master Thoroughfare Plan and is classified as a Major Arterial (Type B) in the City of Grapevine Thoroughfare Plan (Brumlow Avenue is called Pool Road south of SH 26). For this study, using the information presented in Table 11 and available throughfare plans, it was assumed that Mustang Drive would be considered a Minor Arterial in a suburban area south of SH 26 and a Collector in a suburban area north of SH 26. Mustang Drive is currently a four -lane divided roadway south of SH 26. Based on that information, the appropriate capacity volume would be 1,800 vehicles per hour in each direction (900 vehicles/hour/lane x 2 lanes) for Mustang Drive south of SH 26. North of SH 26, Mustang Court is a two-lane undivided roadway. For the purposes of this study, the future Mustang Drive Extension was also assumed to be a two-lane undivided roadway. For Mustang Drive north of SH 26, the appropriate capacity volume would be 525 vehicles per hour in each direction (525 vehicles/hour/lane x 1 lane). For this study, using the information presented in Table 11 and available throughfare plans, it was assumed that Brumlow Avenue would be considered a Minor Arterial in a suburban area. Brumlow Avenue is currently a five -lane roadway with a two-way left -turn lane for 1,000 feet north of SH 26 and a four -lane divided roadway south of SH 26. Based on that information, the appropriate capacity volume would be 1,800 vehicles per hour in each direction (900 vehicles/hour/lane x 2 lanes) for these portions of Brumlow Avenue. However, approximately 1,000 feet north of SH 26, Brumlow Avenue narrows to a two-lane undivided roadway. For that portion of Brumlow Avenue, the appropriate capacity volume would be 825 vehicles per hour in each direction (825 vehicles/hour/lane x 1 lane). Each roadway link was analyzed for the following scenarios under AM and PM peak hour conditions: • Existing (2021) traffic conditions; • Build -Out Year (2030) Background traffic conditions; and • Build -Out (2030) Total Scenario 1 traffic conditions; • Build -Out (2030) Total Scenario 2 traffic conditions; and • Build -Out (2030) Total Scenario 3 traffic conditions. The resulting roadway link level of service values for the roadway links within each scenario are provided in Table 12 for Mustang Drive. As shown, all segments of Mustang Drive south of SH 26 are predicted to operate at LOS C or better for all scenarios with the existing lane configuration. Most segments of the existing Mustang Court or the Mustang Drive Extension are predicted to operate at LOS C or better as a two-lane undivided roadway. The southbound approach of Mustang Court at SH 26 is predicted to operate at LOS D during the PM peak hour for Scenario 1. Traffic Study for Industrial Subarea - Southlake, Texas Page 34 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 12. Roadway Capacity Analysis Results - Mustang Drive & Mustang Drive Extension Scenario Roadway Link Direction Capacity (vpb) AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS North of SH 26 NB 525 14 0.03 AB 9 0.02 AB SB 525 20 0.04 A/B 22 0.04 A/B Existing (2021) South of SH 26 NB 1800 472 0.26 AB 496 0.28 A/B SB 1800 722 0.40 A/B 509 0.28 A/B Build -Out Year North of SH 26 NB 525 17 0.03 A/B 11 0.02 A/B SB 525 24 0.05 AB 26 0.05 AB (2030) Background South of SH 26 NB 1800 564 0.31 A/B 593 0.33 A/B SB 1800 863 0.48 C 608 0.34 AB North of Southwest NB 525 322 0.61 C 132 0.25 AB SB 525 70 0.13 A/B 327 0.62 C Build -Out (2030) Total - Scenario 1 North of SH 26 NB 525 338 0.64 C 143 0.27 AB SB 525 93 0.18 AB 1 353 0.67 D South of SH 26 NB 1800 619 0.34 AB 619 0.34 A/B SB 1800 878 0.49 C 665 0.37 AB East of Brumlow EB 525 179 0.34 AB 84 0.16 AB WB 525 89 0.17 A/B 213 0.41 AB Build -Out North of Southwest NB 525 290 0.55 C 153 0.29 AB SB 525 57 0.11 AB 238 0.45 C (2030) Total - Scenario 2 North of SH 26 NB 525 306 0.58 C 164 0.31 A/B SB 525 80 0.15 AB 264 0.50 C South of SH 26 NB 1800 619 0.34 A/B 619 0.34 A/B SB 1800 878 0.49 C 665 0.37 AB East of Brumlow EB 525 145 0.28 A/B 70 0.13 A/B WB 525 84 0.16 A/B 189 0.36 A/B Build -Out North of Southwest NB 525 279 0.53 C 150 0.29 A/B SB 525 54 0.10 AB 227 0.43 A/B (2030) Total - Scenario 3 North of SH 26 NB 525 295 0.56 C 161 0.31 AB SB 525 77 0.15 A/B 253 0.48 C South of SH 26 NB 1800 619 0.34 AB 619 0.34 AB SB 1800 878 0.49 C 665 0.37 A/B The resulting roadway link level of service values for the four -lane divided and five -lane sections of Brumlow Avenue within each scenario are provided in Table 13. As shown, the five -lane section of Brumlow Avenue north of SH 26 and the four -lane divided Pool Road south of SH 26 Traffic Study for Industrial Subarea - Southlake, Texas Page 35 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) are both predicted to operate at LOS C or better for all scenarios with the existing lane configuration. Table 13. Roadway Capacity Analysis Results - Brumlow Avenue/Pool Road North and South of SH 26 Capacity AM Peak Hour PM Peak Hour Scenario Roadway Link Direction (vph) Volume V/C LOS Volume V/C LOS NB 1800 573 0.32 AB 596 0.33 AB North of SH 26 SB 1800 415 0.23 A/B 756 0.42 A/B Existing (2021) NB 1800 708 0.39 A/B 502 0.28 AB South of SH 26 SB 1800 462 0.26 AB 623 0.35 AB NB 1800 685 0.38 A/B 712 0.40 A/B Build -Out Year North of SH 26 SB 1800 496 0.28 A/B 903 0.50 C (2030) Background NB 1800 846 0.47 C 600 0.33 AB South of SH 26 SB 1800 552 0.31 A/B 745 0.41 A/B NB 1800 781 0.43 A/B 786 0.44 A/B Build -Out North of SH 26 SB 1800 552 0.31 A/B 1005 0.56 C (2030) Total - Scenario30) 1 NB 1800 901 0.50 C 625 0.35 A B South of SH 26 SB 1800 567 0.32 A/B 802 0.45 A/B NB 1800 777 0.43 A/B 738 0.41 A/B Build -Out North of SH 26 SB 1800 539 0.30 AB 1059 0.59 C (2030) Total - Scenario 2 NB 1800 901 0.50 C 626 0.35 A/B South of SH 26 SB 1800 567 0.32 A/B 802 0.45 A/B NB 1800 777 0.43 A/B 738 0.41 AB Build -Out North of SH 26 SB 1800 539 0.30 A/B 1059 0.59 C (2030) Total - Scenario 3 NB 1800 901 0.50 C 626 0.35 A/B South of SH 26 SB 1800 567 0.32 AB 802 0.45 AB The resulting roadway link level of service values for the two-lane undivided portion of Brumlow Avenue within each scenario are provided in Table 14. As shown, the southbound direction of Brumlow Avenue currently operates at LOS E during the PM peak hour. For 2030 background conditions, the northbound direction of Brumlow Avenue is predicted to operate at LOS E during both peak hours and the southbound direction is predicted to operate at LOS F during the PM peak hour. With the addition of site traffic volumes, level of service is predicted to continue to worsen, with most segments operating at LOS F in both directions during the PM peak hour. Based on these results, the planned future widening of Brumlow Avenue to a four -lane divided roadway is recommended to occur prior to full build -out of the study area. With the remaining portion of Brumlow Avenue between SH 26 and Continental Boulevard expanded to a four -lane divided roadway, all segments are predicted to operate at LOS C or better for all scenarios, as shown in Table 15. Traffic Study for Industrial Subarea - Southlake, Texas Page 36 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 14. Roadway Capacity Analysis Results - Existing Two -Lane Undivided Brumlow Avenue Scenario Roadway Link Direction Capacity (vph) AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS North of Hart/Warwick NB 825 595 0.72 D 600 0.73 D SB 825 439 0.53 L C 725 0.88 E Existing (2021) South of Hart/Warwick NB 825 602 0.73 D 599 0.73 D SB 825 416 0.50 C 704 0.85 E Build -Out Year North of Hart/Warwick NB 825 711 0.86 E 717 0.87 E SB 825 525 0.64 C 866 1.05 F (2030) Background South of Hart/Warwick NB 825 719 0.87 E 716 0.87 E SB 825 497 0.60 C 841 1.02 F North of Hart/Warwick NB 825 767 0.93 E 920 1.12 F SB 825 729 0.88 E 949 1.15 F South of Hart/Warwick NB 825 818 0.99 E 842 1.02 F SB 825 611 0.74 D 939 1.14 F Build -Out (2030) Total - Scenario 1 South of Mustang Extension NB 825 815 0.99 E 851 1.03 F SB 825 621 0.75 D 939 1.14 F South of Northern Municipal Driveway NB 825 814 0.99 E 795 0.96 E SB 825 559 0.68 D 942 1.14 F South of Southern Municipal Driveway NB 825 814 0.99 E 789 0.96 E SB 825 552 0.67 D 943 1.14 F North of Hart/Warwick NB 825 767 0.93 E 928 1.12 F SB 825 737 0.89 E 949 1.15 F South of Hart/Warwick NB 825 801 0.97 E 888 1.08 F SB 825 667 0.81 E 964 1.17 F Build -Out (2030) Total - Scenario 2 South of Mustang Extension NB 825 820 0.99 E 805 0.98 E SB 825 610 0.74 D 1001 1.21 F South of Northern Municipal Driveway NB 825 811 0.98 E 747 0.91 E SB 825 545 0.66 D 996 1.21 F South of Southern Municipal Driveway NB 825 810 0.98 E 741 0.90 E SB 825 538 0.65 D 996 1.21 F North of Hart/Warwick NB 825 749 0.91 E 848 1.03 F SB 825 632 0.77 D 906 1.10 F South of Hart/Warwick NB 825 791 0.96 E 848 1.03 F SB 825 615 0.75 D 947 1.15 F Build -Out (2030) Total - Scenario 3 South of Mustang Extension NB 825 815 0.99 E 789 0.96 E SB 825 592 0.72 D 998 1.21 F South of Northern Municipal Driveway NB 825 810 0.98 E 746 0.90 E SB 825 543 0.66 D 996 1.21 F South of Southern Municipal Driveway NB 825 810 0.98 E 741 0.90 E SB 825 538 0.65 D 996 1.21 F Traffic Study for Industrial Subarea - Southlake, Texas Page 37 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 15. Roadway Capacity Analysis Results -Brumlow Avenue with Expansion to Four -Lanes Divided Scenario Roadway Link Direction Capacity (vph) AM Peak Hour PM Peak Hour Volume V/C LOS Volume V/C LOS North of Hart/Warwick NB 1800 595 0.33 AB 600 0.33 A/B SB 1800 439 0.24 AB 725 0.40 A/B Existing (2021) South of Hart/Warwick NB 1800 602 0.33 AB 599 0.33 A/B SB 1800 416 0.23 AB 704 0.39 A/B Build -Out Year North of Hart/Warwick NB 1800 711 0.40 AB 717 0.40 A/B SB 1800 525 0.29 A/B 866 0.48 C (2030) Background South of Hart/Warwick NB 1800 719 0.40 A/B 716 0.40 A/B SB 1800 497 0.28 A/B 841 0.47 C North of Hart/Warwick NB 1800 767 0.43 AB 920 0.51 C SB 1800 729 0.41 AB 949 0.53 C South of Hart/Warwick NB 1800 818 0.45 C 842 0.47 C SB 1800 611 0.34 AB 939 0.52 C Build -Out (2030) Total - Scenario 1 South of Mustang Extension NB 1800 815 0.45 C 851 0.47 C SB 1800 621 0.35 AB 939 0.52 C South of Northern Municipal Driveway NB 1800 814 0.45 C 795 0.44 A/B SB 1800 559 0.31 A/B 942 0.52 C South of Southern Municipal Driveway NB 1800 814 0.45 C 789 0.44 A/B SB 1800 552 0.31 AB 943 0.52 C North of Hart/Warwick NB 1800 767 0.43 AB 928 0.52 C SB 1800 737 0.41 AB 949 0.53 C South of Hart/Warwick NB 1800 801 0.45 AB 888 0.49 C SB 1800 667 0.37 AB 964 0.54 C Build -Out (2030) Total - Scenario 2 South of Mustang Extension NB 1800 820 0.46 C 805 0.45 A/B SB 1800 610 0.34 AB 1001 0.56 C South of Northern Municipal Driveway NB 1800 811 0.45 C 747 0.42 A/B SB 1800 545 0.30 A/B 996 0.55 C South of Southern Municipal Driveway NB 1800 810 0.45 A/B 741 0.41 A/B SB 1800 538 0.30 A/B 996 0.55 C North of Hart/Warwick NB 1800 749 0.42 AB 848 0.47 C SB 1800 632 0.35 AB 906 0.50 C South of Hart/Warwick NB 1800 791 0.44 AB 848 0.47 C SB 1800 615 0.34 AB 947 0.53 C Build -Out (2030) Total - Scenario 3 South of Mustang Extension NB 1800 815 0.45 C 789 0.44 A/B SB 1800 592 0.33 AB 998 0.55 C South of Northern Municipal Driveway NB 1800 810 0.45 AB 746 0.41 A/B SB 1800 543 0.30 A/B 996 0.55 C South of Southern Municipal Driveway NB 1800 810 0.45 A/B 741 0.41 A/B SB 1800 538 0.30 A/B 996 0.55 C Traffic Study for Industrial Subarea - Southlake, Texas Page 38 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Intersection Capacity and Level of Service The Level of Service (LOS) of an intersection is a qualitative measure of capacity and operating conditions and is directly related to vehicle delay. The LOS criteria for a signalized intersection are shown in Table 16. LOS is given a letter designation from A to F, with LOS A representing very short delays (less than 10 seconds of average control delay per vehicle) and LOS F representing very long delays (more than 80 seconds of average control delay per vehicle). LOS D, ranging from 35.1 to 55.0 seconds of average control delay per vehicle, is typically considered the minimum acceptable condition in an urban environment. For unsignalized intersections, the approach levels of service, as shown in Table 17, are defined by average control delay in seconds per vehicle. LOS D (ranging from 25.1 to 35 seconds of average delay per vehicle) is also typically considered the minimum acceptable condition for an unsignalized intersection. Capacity analyses were conducted for the study area intersections under the following analysis scenarios: • Existing (2021) traffic conditions (Figure 6) • Build -Out Year (2030) Background traffic conditions (Figure 8) • Build -Out (2030) Total traffic conditions for Scenario 1 (Figure 18) • Build -Out (2030) Total traffic conditions for Scenario 2 (Figure 19) • Build -Out (2030) Total traffic conditions for Scenario 3 (Figure 20) For the existing and background scenarios, the existing intersection lane configurations and traffic control were utilized (Figure 4). Note that yield control was assumed for all approaches of the intersection of Mustang Court at Southwestern Avenue for these scenarios as the intersection is currently uncontrolled. The preliminary intersection lane configurations shown in Figures 11-13 were utilized for the three total traffic scenarios. Results were obtained using the macroscopic traffic analysis software package Synchro 11. Software output sheets are included in the Appendix. It should be noted that HCM methodology does not provide intersection -wide delay or level of service for intersections operating under two- way stop control. Additional performance measures such as volume to capacity (v/c) ratios and queue lengths also provide an indication of operations. For example, at two-way stop -controlled intersections, main street traffic volumes may impose longer average delays for a small number of side -street vehicles, thus creating vehicle delays which correspond to a poor level of service. Table 18 presents the average delay results for the study intersections under existing, background, and total traffic conditions. Similarly, Table 19 presents the level of service results for the study intersections under existing, background, and total traffic conditions. The results in Tables 18 and 19 reflect no improvements to lane configurations aside from the driveway additions shown in Figures 11-13. In addition, the cycle length for the signals along SH 26 was lengthened and splits and offsets were adjusted for 2030 background and total traffic conditions. For signalized intersections, results are shown for each approach and for the overall intersection. For unsignalized intersections, the critical movements and/or approaches are shown. Traffic Study for Industrial Subarea - Southlake, Texas Page 39 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 16. Level of Service Criteria for Signalized Intersections Level -of -Service Average Control Delay Description (LOS) (seconds/vehicle) A < 10.0 Very low vehicle delays, free flow, signal progression extremely — favorable, most vehicles arrive during given signal phase. B 10.1 to 20.0 Good signal progression, more vehicles stop and experience higher delays than for LOS A. C 20.1 to 35.0 Stable flow, fair signal progression, significant number of vehicles stop at signals. D 35.1 to 55.0 Congestion noticeable, longer delays and unfavorable signal progression, many vehicles stop at signals. Limit of acceptable delay, unstable flow, poor signal E 55.1 to 80.0 progression, traffic near roadway capacity, frequent cycle failures. F > 80.0 Unacceptable delays, extremely unstable flow and congestion, traffic exceeds roadway capacity, stop -and -go conditions. SOURCE: Highway Capacity Manual (HCM), 61h Edition, Transportation Research Board, 2016 Table 17. Level of Service Criteria for Unsignalized Intersections Level -of -Service Average Control Delay Description (LOS) (seconds/vehicle) No delays at intersections with continuous flow of traffic. A < 10.0 Uncongested operations: high frequency of long gaps available for all left and right turning traffic. No observable queues. No delays at intersections with continuous flow of traffic. B 10.1 to 15.0 Uncongested operations: high frequency of long gaps available for all left and right turning traffic. No observable queues. Moderate delays at intersections with satisfactory to good traffic C 15.1 to 25.0 flow. Light congestion; infrequent backups on critical approaches. Increased probability of delays along every approach. D 25.1 to 35.0 Significant congestion on critical approaches, but intersection functional. No standing long lines formed. Heavy traffic flow condition. Heavy delays probable. No E 35.1 to 50.0 available gaps for cross -street traffic or main street turning traffic. Limit of stable flow. > 50.0 Unstable traffic flow. Heavy congestion. Traffic moves in F or v/c>1.0 forced flow condition. Average delays greater than one minute highly probable. Total breakdown. SOURCE: Highway Capacity Manual (HCM), 6th Edition, Transportation Research Board, 2016 Traffic Study for Industrial Subarea - Southlake, Texas Page 40 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 18. Average Delay Results - Existing, Background, and Total with No Improvements Intersection/Movement: Existing 2030 Background 2030 Total - No Improve ents Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM AM PM AM PM Intersection 27.11 30.8 39.8 41.6 42.0 45.6 40.4 49.0 40.4 49.5 SH 26 at EB 25.5 27.2 38.7 39.9 45.7 40.3 42.6 43.9 42.6 43.9 Brumlow Avenue/ WB 16.1 27.8 37.1 39.7 31.1 47.1 30.9 50.2 30.9 51.2 Pool Road NB 47.6 36.1 57.7 45.4 54.3 44.2 54.0 44.4 54.0 44.4 SB 28.7 42.2 22.6 47.8 27.6 50.8 26.8 56.9 26.8 56.9 Intersection 20.8 13.0 20.5 23.8 24.7 45.4 25.5 36.0 25.3 36.6 EB 18.3 8.5 13.7 34.1 15.7 46.3 16.9 46.4 16.8 46.3 SH 26 at WB 7.9 3.7 12.4 6.3 16.4 28.3 15.9 13.4 15.8 15.8 Mustang Drive NB 57.3 61.7 68.4 66.7 76.9 72.3 76.8 72.7 76.8 72.7 SB 60.1 56.6 73.7 68.1 81.0 116.3 92.0 103.4 85.1 94.4 Intersection 16.7 27.5 22.8 42.8 24.9 46.7 24.6 46.7 24.3 42.4 EB 6.9 11.1 13.3 20.4 15.0 15.7 14.7 15.8 14.3 15.3 SH 26 at Kimball Avenue WB 16.6 30.6 22.9 44.2 26.2 56.3 26.0 56.3 25.8 48.2 NB 49.6 46.1 59.0 55.3 59.0 55.3 59.0 55.3 59.0 55.3 SB 58.6 46.9 62.5 80.6 61.9 81.0 62.3 81.0 62.3 79.2 Intersection 7.7 7.9 7.8 8.0 -2 -- -- -- -- -- Mustang Court at EB 7.5 7.7 7.6 7.8 13.1 16.3 12.5 14.5 12.3 14.2 Southwestern WB 7.7 7.9 7.7 7.9 16.2 19.4 15.0 16.8 14.6 16.4 Avenue NB 8.1 8.3 8.2 8.3 0.0 0.0 0.0 0.0 0.0 0.0 SB 8.8 0.0 8.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 EB 22.8 39.5 35.6 92.3 171.3 657.1 115.3 445.1 57.0 207.9 WB 16.5 31.7 20.6 64.9 60.1 1267.6 55.8 1298.2 41.6 864.9 Brumlow Avenue NB LT 8.4 9.4 8.8 10.0 9.1 10.2 9.3 10.3 9.1 10.2 at Warwick Way/ Hart Street NB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 SB LT 8.7 8.8 9.2 9.2 10.3 10.1 9.8 10.2 9.5 9.8 SB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 EB -- -- -- -- 22.2 35.2 50.2 91.7 39.1 73.8 Brumlow Avenue WB LT -- -- -- - -- -- 82.6 695.3 62.1 561.0 at Mustang WB RT - - - - -- 17.5 21.3 17.1 19.2 Extension/ NB LT -- - -- - 8.9 10.4 8.8 10.3 8.8 10.3 Residential NB Thru/RT -- - -- 0.0 0.0 0.0 0.0 0.0 0.0 Driveway SB LT -- - -- - -- 10.3 9.9 10.0 9.7 SB Thru/RT -- - -- 0.0 0.0 0.0 0.0 0.0 0.0 WB LT -- - -- -- 46.5 72.6 44.6 65.5 40.7 63.5 Brumlow Avenue WB RT -- - - - 16.4 18.0 16.4 17.0 16.3 16.4 at Northern Municipal NB -- - -- - 0.0 0.0 0.0 0.0 0.0 0.0 Driveway SB LT -- -- -- -- 10.5 10.0 10.5 9.7 10.3 9.7 SB Thru/RT -- - -- - 0.0 0.0 0.0 0.0 0.0 0.0 Brumlow Avenue WB -- - - - 15.5 25.1 15.5 20.2 15.4 21.1 at Southern NB -- - -- 0.0 0.0 0.0 0.0 0.0 0.0 Municipal SB LT -- - -- 9.8 9.6 9.7 9.4 9.7 9.4 Driveway SB Thru/RT -- - -- 0.0 0.0 0.0 0.0 0.0 0.0 EB - - - - -- - -- -- 0.0 0.0 Continental WB LT -- - - - -- - 11.8 9.0 Avenue at Northern WB Thru/RT -- - -- - -- - -- -- 0.0 0.0 Driveway NB LT -- -- -- -- -- -- -- -- 65.4 70.4 NB RT -- -- -- -- -- -- -- -- 20.5 14.2 1 Delay in seconds/vehicle 2 HCM methodology does not provide intersection -wide delay/level of service for TWSC analysis Traffic Study for Industrial Subarea - Southlake, Texas Page 41 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 19. Level of Service Results — Existing, Background, and Total with No Improvements Intersection/Movement: Existing 2030 Background 2030 Total - No Im rovements Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM AM PM AM PM Intersection C C D D D D D D D D SH 26 at EB C C D D D D D D D I Brumlow Avenue/ WB B C D D C D C D C I Pool Road NB D D E D D D D D D I SB C D C D C D C E C E Intersection C B C C C D C D C D EB B A B C B D B D B D SH 26 at WB A A B A B C B B B B Mustang Drive NB E E E E E E E E E E SB E E E E F F F F F F Intersection B C C D C D C D C D EB A B B C B B B B B B SH 26 at Kimball Avenue WB B C C D C E C E C D NB D D E E E E E E E E SB E E E F E F E F E E Intersection A A A A -I Mustang Court at EB A A A A B C B B B B Southwestern WB A A A A C C C C B C Avenue NB A A A A A A A A A A SB A A A A A A A A A A EB C E E F F F F F F F WB C D C F F F F F E F Brumlow Avenue NB LT A A A B A B A B A B at Warwick Way/ Hart Street NB Thru/RT A A A A A A A A A A SB LT A A A A B B A B A A SB Thru/RT A A A A A A A A A A EB -- -- -- -- C E F F E F Brumlow Avenue WB LT -- -- -- -- -- -- F F F F at Mustang WB RT -- - - - C C C C Extension/ NB LT - -- - - A B A B A B Residential NB Thru/RT -- -- -- -- A A A A A A Driveway SB LT -- -- -- -- -- -- B A B A SB Thru/RT -- -- -- -- A A A A A A WB LT -- -- -- -- E F E F E F Brumlow Avenue WB RT -- -- -- -- C C C C C C at Northern NB -- -- -- -- A A A A A A Municipal Driveway SB LT -- -- B A B A B A SB Thru/RT -- -- -- -- A A A A A A Brumlow Avenue WB - - C D C C C C at Southern NB -- -- A A A A A A Municipal SB LT -- -- A A A A A A Driveway SB Thni/RT -- -- A A A A A A EB -- -- - - - -- - - A A Continental WB LT -- -- -- -- -- - -- - B A Avenue at Northern WB Thrn/RT -- -- -- -- -- - - -- A A Driveway NB LT -- -- -- -- -- -- -- -- F F NB RT -- -- -- -- -- -- -- -- C B HCM methodology does not provide intersection -wide delay/level of service for TWSC analysis Traffic Study for Industrial Subarea - Southlake, Texas Page 42 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) As shown in Tables 18 and 19, the signalized intersections are predicted to be operating at acceptable levels of service overall for existing conditions and generally continue at acceptable levels of service overall for all scenarios. The westbound direction of SH 26 is predicted to experience some delay during the PM peak hour. In addition, the minor street approaches are generally predicted to operate at LOS E or F, likely due to coordination along SH 26. Minor street delay is generally predicted to increase with the addition of site traffic volumes. It should be noted that, while traffic signal timing was requested from the City of Grapevine, existing signal timing sheets were not provided. Existing traffic signal timing at the intersection of Mustang Drive at SH 26 was based on the previous TIA performed for the Mustang Business Center. Existing traffic signal timing at the adjacent intersections was assumed based on lane configurations, signage, and the timing at Mustang Drive. It should be noted that the northbound and southbound approaches of Mustang Drive currently operate with split phasing. It appears that split phasing is also in place for the northbound and southbound approaches of Kimball Avenue at SH 26. However, for 2030 background and total traffic conditions, the cycle lengths along SH 26 were lengthened and the splits and offsets were adjusted. The unsignalized intersections of Mustang Court/Extension at Southwestern Avenue and the Southern Municipal Driveway at Brumlow Avenue are predicted to operate at acceptable levels of service for all scenarios, where included. At the intersection of Hart Street/Warwick Way, the minor street approaches are predicted to operate at poor levels of service for the existing and 2030 background PM peak hour. The eastbound approach is also predicted to operate at LOS E during the AM peak hour by 2030. However, the westbound approach of Hart Street is predicted to experience significant delay with the addition of site traffic, even with alternate access options. The poor operational results indicate the need for other control like signalization or installation of additional access points. The industrial/office areas accessing utilizing Hart Street to access Brumlow Avenue will likely require one or two additional access points along Brumlow Avenue in addition to access to Mustang Drive in order to avoid concentrating all traffic at a single poorly operating access point. If the site develops in a manner which would allow multiple sites to have cross -access to additional driveways south of Hart Street, traffic loading at Hart Street would be reduced. The amount of frontage along Brumlow Avenue available for additional access points will likely depend on whether Mustang Drive is extended and where it will intersect Brumlow Avenue. Shared access should be provided for any additional driveways. The eastbound residential driveway is predicted to operate at LOS E during the PM peak hour for Scenario 1 and poorly during both peak hours with the Mustang Drive Extension. The westbound left turn of the Mustang Drive Extension at Brumlow Avenue is predicted to operate at LOS F during both peak hours. Significant delay is predicted for the westbound left turn during the PM peak hour. Similarly, the westbound left turn for the Northern Municipal Driveway at Brumlow Avenue is predicted to operate with poor levels of service during both peak hours for all total scenarios. Finally, the northbound left turn from North Driveway at Continental is predicted to operate at LOS F during both peak hours. Traffic Study for Industrial Subarea - Southlake, Texas Page 43 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Mitigation — Brumlow Avenue Expansion The 2030 total traffic scenarios were reanalyzed for intersections along Brumlow Avenue with the anticipated roadway expansion. For the purposes of this study, this scenario assumes that Brumlow Avenue will be expanded to a five -lane roadway with a two-way center left -turn lane, similar to the current configuration north of SH 26. The only other assumed mitigation for this scenario was elimination of on -street parking on Hart Street so the westbound approach can operate with two outbound lanes. Table 20 and Table 21 compare the analysis results for the applicable intersections under Build -Out (2030) Total traffic conditions for all scenarios. Traffic Study for Industrial Subarea - Southlake, Texas Page 44 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 20. Average Delay Results - Brumlow Avenue as Two -Lane Undivided Versus Four -Lane Divided Intersection/Movement: 2030 Total - 2-Lane Undivided Brumlow 2030 Total - 4 Lanes with TWLTL on Brumlow Scenario 1 Scenario 2 Scenario 3 Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM AM PM AM PM AM PM Brumlow Avenue at Warwick Way/ Hart Street EB 171.3' 657.1 115.3 445.1 57.0 207.9 50.3 113.5 41.9 88.8 27.5 56.9 WB 60.1 1267.6 55.8 1298.2 41.6 864.9 30.22 157.02 29.42 195.92 26.12 162.42 NB LT 9.1 10.2 9.3 10.3 9.1 10.2 9.2 10.2 9.5 10.4 9.2 10.3 NB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 SB LT 10.3 10.1 9.8 10.2 9.5 9.8 10.3 10.3 9.9 10.2 9.5 9.8 SB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Brumlow Avenue at Mustang Extension/ Residential Driveway EB 22.2 35.2 50.2 91.7 39.1 73.8 12.7 15.7 32.6 50.0 27.3 44.5 WB LT -- -- 82.6 695.3 62.1 561.0 -- -- 53.0 211.9 42.6 163.6 WB RT -- -- 17.5 21.3 17.1 19.2 -- -- 12.5 13.5 12.3 12.9 NB LT 8.9 10.4 8.8 10.3 8.8 10.3 8.9 10.4 8.8 10.4 8.8 10.3 NB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 SB LT -- -- 10.3 9.9 10.0 9.7 -- -- 10.4 9.9 10.0 9.7 SB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Brumlow Avenue at Northern Municipal Driveway WB LT 46.5 72.6 44.6 65.5 40.7 63.5 20.1 20.9 20.0 19.9 19.4 19.9 WB RT 16.4 18.0 16.4 17.0 16.3 16.4 12.0 12.5 11.9 12.1 11.9 11.9 NB 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 SB LT 10.5 10.0 10.5 9.7 10.3 9.7 10.7 10.1 10.7 9.9 10.5 9.9 SB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Brumlow Avenue at Southern Municipal Driveway WB 15.5 25.1 15.5 20.2 15.4 21.1 11.4 13.3 11.4 12.2 11.4 12.3 NB 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 SB LT 9.8 9.6 9.7 9.4 9.7 9.4 9.8 9.6 9.8 9.4 9.7 9.4 SB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 I Delay in seconds/vehicle 2 Approach assumed to be expanded to two lanes Traffic Study for Industrial Subarea - Southlake, Texas Page 45 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 21. Level of Service Results — Brumlow Avenue as Two -Lane Undivided Versus Four -Lane Divided Intersection/Movement: 2030 Total - No Improvements 2030 Total - 4 Lanes with TWLTL on Brumlow Scenario 1 Scenario 2 Scenario 3 Scenario 1 Scenario 2 Scenario 3 AM PM AM I'M AM PM AM I'M AM PM AM I'M Brumlow Avenue at Warwick Way/ Hart Street EB F F F F F F F F E F D F WB F F F F E F D' F' D' F' D' F' NB LT A B A B A B A B A B A B NB Thru/RT A A A A A A A A A A A A SB LT B B A B A A B B A B A A SB Thru/RT A A A A A A A A A A A A Brumlow Avenue at Mustang Extension/ Residential Driveway EB C E F F E F B C D F D E WB LT -- -- F F F F -- -- F F E F WB RT -- -- C C C C -- -- B B B B NB LT A B A B A B A B A B A B NB Thru/RT A A A A A A I A A A A A A SB LT -- -- B A B A -- -- B A B A SB Thru/RT A A A A A A A A A A A A Brumlow Avenue at Northern Municipal Driveway WB LT E F E F E F C C C C C C WB RT C C C C C C B B B B B B NB A A A A A A A A A A A A SB LT B A B A B A B B B A B A SB Thru/RT A A A A A A A A A A A A Brumlow Avenue at Southern Municipal Driveway WB C D C C C C B B B B B B NB A A A A A A A A A A A A SB LT A A A A A A A A A A A A SB Thru/RT A A A A A A A A A A A A ' Approach assumed to be expanded to two lanes Traffic Study for Industrial Subarea - Southlake, Texas Page 46 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) As shown, the Southern Municipal Driveway is predicted to improve to LOS B for all scenarios with the Brumlow Avenue expansion. The Northern Municipal Driveway is also predicted to improve to acceptable levels of service for all scenarios. The Residential Driveway is predicted to improve to acceptable levels of service for Scenario 1. The eastbound Residential Driveway and westbound left turn on Mustang Drive Extension are both predicted to improve for Scenario 2 and Scenario 3, although poor level of service is still predicted during the peak hours. The average delay for the westbound left turn, however, is significantly reduced. Similarly, Warwick Way and Hart Street are both predicted to improve but still experience poor levels of service during the peak hours. Average delay for the westbound approach of Hart Street is predicted to significantly improve during the PM peak hour with the Brumlow Avenue expansion and with a two-lane approach. At the intersection of Hart Street/Warwick Way and Brumlow Avenue, the least amount of average delay is generally provided by Scenario 3. Scenario 3 also results in less delay for the westbound Mustang Drive Extension when compared to Scenario 2. Mitigation — Lane Additions Additional mitigation measures were investigated at each study intersection to identify ways to improve predicted operation. This analysis assumed that Brumlow Avenue has been widened to a five -lane roadway with a two-way left -turn lane, as above. The following lane additions were assumed, where applicable, for each scenario: • Brumlow Avenue at SH 26 o Install a southbound right -turn lane. • Mustang Drive at SH 26 o Install an additional northbound left -turn lane in median, which is necessary to eliminate split -phasing at the intersection. Restripe the northbound approach to include dual left -turn lanes and a shared through/right turn lane. Eliminate split phasing north and south (protected -only left turn operation was assumed northbound and permissive/protected operation was assumed southbound). A concept sketch illustrating the widening on the northbound Mustang Drive approach is shown in Figure 21. • Kimball Avenue at SH 26 o Install an additional southbound left -turn lane in median. Restripe the southbound approach to include dual left -turn lanes and a shared through/right turn lane. Eliminate split phasing north and south (protected -only left turn operation was assumed southbound and permissive/protected operation was assumed northbound). • Hart Street/Warwick Way at Brumlow Avenue O Restripe westbound Hart Street to include two approach lanes (also assumed for the previous scenarios). O Widen eastbound Warwick Way into the median to provide two approach lanes. o Install a northbound right -turn lane (based on projected volumes). Traffic Study for Industrial Subarea - Southlake, Texas Page 47 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) • Mustang Drive Extension/Residential Driveway at Brumlow Avenue O Assume that the Residential Driveway is built with two outbound (eastbound lanes). O Install a northbound right -turn lane (based on projected volumes). • North Driveway at Continental Boulevard o Install an eastbound right -turn lane (based on projected volumes). O Install a westbound left -turn lane (based on projected volumes). Table 22 and Table 23 compare the analysis results for the applicable intersections under Build - Out (2030) Total traffic conditions for all scenarios. Results for intersections along Brumlow Avenue are compared to results from Tables 21 and 22, which did assume expansion of Brumlow Avenue to a five -lane roadway with a two-way center left -turn lane. Note that the two driveways for the Municipal Service Center are not shown as no mitigation measures were recommended and operation was predicted to be acceptable once Brumlow Avenue is expanded. The intersection of Mustang Drive and Southwestern Avenue was also unchanged and is not shown. As shown, all intersections are predicted to experience some improvement in delay. The most improvement occurred at the signalized intersections of SH 26 with Mustang Drive and with Kimball Avenue. The signals are able to operate in a significantly more efficient manner with the elimination of split phasing north and south. Overall, acceptable level of service is predicted at all three signalized intersections for all scenarios. The northbound left turn on North Driveway at Continental Boulevard is predicted to continue to operate at LOS F; however, the predicted volume to capacity ratio is 0.30 or lower. However, minor street approaches at Hart Street/Warwick Way and the Mustang Drive Extension/Residential Driveway along Brumlow Avenue are still predicted to operate with poor LOS during the peak hours. However, it should be noted more most of the movements which are predicted to operate at poor levels of service, the predicted volume to capacity ratio is less than 0.80, and it appears that adequate capacity is available for vehicles to make their desired movements. Conversely, the following movements are predicted to operate above a volume to capacity ratio of 0.80: • Westbound Hart Street left turn: o Scenario 1 — v/c ratio of 1.40 during the PM peak hour O Scenario 2 — v/c ratio of 1.42 during the PM peak hour o Scenario 3 — v/c ratio of 1.14 during the PM peak hour • Westbound Mustang Drive Extension left turn: O Scenario 2 — v/c ratio of 1.01 during the PM peak hour o Scenario 3 — v/c ratio of 0.90 during the PM peak hour Based on the above results, Scenario 3 is predicted to result in the best operation, although the westbound left -turn on Hart Street is still predicted to be over capacity and the westbound left -turn on Mustang Drive Extension is predicted to be approaching capacity in the PM peak hour. Thus, it is possible that installation of traffic signal control may be necessary at one or both of the intersections along Brumlow Avenue. Additionally, as stated previously, the predicted operation indicates the need for additional access points on Brumlow Avenue serving the office and industrial areas. Traffic Study for Industrial Subarea - Southlake, Texas Page 48 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) N-1 rdm I .- r. ---- - - 5� s Mustang Drive 3030 LBJ FREEWAY SUITE 1660 Proposed Dual -Left Configuration on Northbound DALLAS, TEXAS 75234 Figure 21 972_248-3006 FAX 972-248-3855 Mustang Drive at SH-26 �� EncinEE3InG OKLAHOMA CITY IXSAN ANTTON O UE DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 22. Average Delay Results - Existing or 4-Lane Brumlow Configuration Versus Additional Lanes Intersection/Movement: 2030 Total - 4 Lanes with TWLTL on Brumlow, Existing Elsewhere 2030 Total - With Additional Lanes Scenario 1 Scenario 2 Scenario 3 Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM AM PM AM PM AM PM Intersection 42.01 45.6 40.4 49.0 40.4 49.5 43.4 37.4 40.9 41.9 40.9 41.9 SH 26 at EB 45.7 40.3 42.6 43.9 42.6 43.9 46.4 43.1 41.0 47.5 41.0 47.5 Brumlow Avenue/ WB 31.1 47.1 30.9 50.2 30.9 51.2 34.6 27.7 36.6 30.5 36.3 30.5 Pool Road NB 54.3 44.2 54.0 44.4 54.0 44.4 53.5 35.3 51.9 35.5 51.9 35.5 SB 27.6 50.8 26.8 56.9 26.8 56.9 32.2 55.9 31.6 65.3 31.6 65.3 Intersection 24.7 45.4 25.5 36.0 25.3 36.6 20.8 34.6 20.7 26.7 20.6 26.4 SH 26 at EB 15.7 46.3 16.9 46.4 16.8 46.3 11.9 42.5 12.0 36.6 11.9 36.6 Mustang WB 16.4 28.3 15.9 13.4 15.8 15.8 20.2 20.5 19.9 9.7 19.8 9.7 Drive NB 76.9 72.3 76.8 72.7 76.8 72.7 58.6 51.9 58.1 50.7 58.1 50.4 SB 81.0 116.3 92.0 103.4 85.1 94.4 63.2 67.7 54.5 72.3 57.2 70.3 Intersection 24.9 46.7 24.6 46.7 24.3 42.4 17.3 28.5 17.4 28.6 17.4 27.6 SH 26 at EB 15.0 15.7 14.7 15.8 14.3 15.3 7.7 15.6 8.1 16.0 8.0 13.3 Kimball WB 26.2 56.3 26.0 56.3 25.8 48.2 18.6 29.3 18.6 29.3 18.5 29.3 Avenue NB 59.0 55.3 59.0 55.3 59.0 55.3 52.8 47.8 52.8 47.8 52.8 47.8 SB 61.9 81.0 62.3 81.0 62.3 79.2 52.4 49.8 52.9 49.8 53.7 49.1 EB 50.3 113.5 41.9 88.8 27.5 56.9 44.2 90.3 37.1 74.2 25.2 49.5 Brumlow WB 30.2 157.0 29.4 195.9 26.1 162.4 27.9 144.9 27.8 185.6 24.9 150.6 Avenue at NB LT 9.2 10.2 9.5 10.4 9.2 10.3 9.2 10.3 9.5 10.4 9.2 10.3 Warwick Way/ Hart NB Thni/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Street SB LT 10.3 10.3 9.9 10.2 9.5 9.8 10.3 10.2 9.9 10.2 9.5 9.8 SB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 EB 12.7 15.7 32.6 50.0 27.3 44.5 12.6 15.5 31.7 48.2 26.5 43.2 Brumlow WB LT -- -- 53.0 211.9 42.6 163.6 -- -- 51.0 79.1 38.7 148.4 Avenue at WB RT -- -- 12.5 13.5 12.3 12.9 -- -- 10.4 12.1 11.7 12.5 Mustang Extension/ NB LT 8.9 10.4 8.8 10.4 8.8 10.3 8.9 10.4 8.8 10.4 8.8 10.3 Residential NB Thru/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Driveway SB LT -- -- 10.4 9.9 10.0 9.7 -- -- 10.4 9.9 10.0 9.7 SB Thni/RT 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 EB -- -- -- -- 0.0 0.0 -- -- -- -- 0.0 0.0 Continental WB LT -- -- -- -- 11.8 9.0 -- - -- -- 11.8 9.0 Avenue at Northern WB Thni/RT -- -- -- -- 0.0 0.0 - -- -- 0.0 0.0 Driveway NB LT -- -- -- -- 65.4 70.4 - -- -- 59.0 64.1 NB RT -- -- -- -- 20.5 14.2 -- - -- -- 20.0 14.1 1 Delay in seconds/vehicle Traffic Study for Industrial Subarea - Southlake, Texas Page 50 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 23. Level of Service Results — Existing or 4-Lane Brumlow Configuration Versus Additional Lanes Intersection/Movement: 2030 Total - 4 Lanes with TWLTL on Brumlow, Existing Elsewhere 2030 Total -With Additional Lanes Scenario 1 Scenario 2 Scenario 3 Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM AM PM AM PM AM PM Intersection D D D D D D D D D D D D SH 26 at EB D D D D D D D D D D D D Brumlow Avenue/ Pool WB C D C D C D C C D C D C Road NB D D D D D D D D D D D D SB C D C E C E C E C E C E Intersection C D C D C D C C C C C C SH 26 at EB B D B D B D B D B D B D Mustang WB B C B B B B C C B A B A Drive NB E E E E E E E D E D E D SB F F F F F F E E D E E E Intersection C D C D C D B C B C B C SH 26 at EB B B B B B B A B A B A B Kimball WB C E C E C D B C B C B C Avenue NB E E E E E E D D D D D D SB E F E F E E D D D D D D EB F F E F D F E F E F D E Brumlow WB D F D F D F D F D F C F Avenue at NB LT A B A B A B A B A B A B Warwick Way/ Hart NB Thru/RT A A A A A A A A A A A A Street SB LT B B A B A A B B A B A A SB Thru/RT A A A A A A A A A A A A EB B C D F D F. B C D E Brumlow WB LT - -- F F E F - -- F F E F Avenue at WB RT - -- B B B B - -- B B B B Mustang Extension/ NB LT A B A B A B A B A B A B Residential NB Thru/RT A A A A A A A A A A A A Driveway SB LT -- -- B A B A - -- B A B A SB Thru/RT A A A A A A A A A A A A EB - -- -- -- A A - -- -- -- A A Continental WB LT - -- -- -- B A - -- -- -- B A Avenue at Northern WB Thru/RT - -- -- -- A A - -- -- -- A A Driveway NB LT -- -- -- -- F F - -- -- -- F F NB RT -- -- -- -- C B - -- -- -- C B Traffic Study for Industrial Subarea - Southlake, Texas Page 51 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Mitigation - Traffic Signal Installation on Brumlow As poor level of service is still predicted for the minor street approaches, installation of traffic signal control should be considered for build -out conditions at the following intersections: • Brumlow Avenue at Warwick Way/Hart Street • Brumlow Avenue at Mustang Drive Extension Table 24 and Table 25 show the analysis results for the above intersections with signalization under Build -Out (2030) Total traffic conditions for all scenarios. Note that, for Scenario 1, signalization is not needed at the Residential Driveway without construction of the Mustang Drive Extension. In addition, the minor street approaches were assumed to be restriped to include an exclusive left -turn lane and a shared through/right-turn lane so that protected phasing can be utilized when needed. Table 24. Average Delay Results - Traffic Signal Installation on Brumlow Intersection/Movement: 2030 Total - Signals on Brumlow Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM Intersection 7.7' 9.1 7.8 9.4 7.6 9.0 Brumlow Avenue EB 18.3 12.8 18.3 12.7 20.8 11.9 at Warwick Way/ WB 17.1 12.7 18.3 15.3 20.0 18.5 Hart Street NB 6.4 7.8 6.5 7.9 7.0 6.3 SB 7.4 9.2 7.7 9.5 6.3 9.8 Brumlow Avenue Intersection __2 -- 3.5 4.7 4.6 4.2 at Mustang EB -- -- 15.3 15.0 15.4 15.0 Extension/ WB -- -- 18.9 18.6 17.7 17.7 Residential NB -- -- 2.0 4.6 3.6 4.3 Driveway SB -- -- 2.9 1.6 3.8 1.3 ' Delay in seconds/vehicle 2 Signalization not needed without westbound Mustang Drive Extension Table 25. Level of Service Results - Traffic Signal Installation on Brumlow Intersection/Movement: 2030 Total - with Signals on Brumlow Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM Intersection A A A A A A Brumlow Avenue EB B B B B C B at Warwick Way/ WB B B B B B B Hart Street NB A A A A A A SB A A A A A A Brumlow Avenue Intersection --' -- A A A A at Mustang EB -- -- B B B B Extension/ WB -- -- B B B B Residential NB -- -- A A A A Driveway SB -- -- A A A A ' Signalization not needed without westbound Mustang Drive Extension As shown, installation of traffic signal control is predicted to significantly improve the minor street Traffic Study for Industrial Subarea - Southlake, Texas Page 52 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) approaches. The major street (Brumlow Avenue) is predicted to continue to operate at LOS A. It should be noted that slightly more delay is predicted for the minor street approaches for Scenario 3, despite there being less volume on the approaches. This is likely due to the approaches gapping out more frequently. Overall, traffic signal control is recommended for all three scenarios. In addition to improving operations for vehicular movements, installation of a traffic signal at either location would help facilitate pedestrian crossings on Brumlow Avenue. For Scenarios 2 and 3, it is recommended to prioritize installation of the traffic signal at the Mustang Drive Extension over installation at Hart Street. In addition to serving residential, office, and industrial traffic, this signal will also provide better access for City vehicles to and from the Municipal Service Center. If a traffic signal is not installed at Hart Street, some of the predicted westbound left -turn traffic is likely to redistribute to the traffic signal at the Mustang Drive Extension. Lane Reduction on SB Mustang at SH 26 The existing southbound approach of Mustang Court at SH 26 is approximately 40 feet wide curb - to -curb and includes two southbound (approach lanes) and one northbound lane (receiving lane). The northbound receiving lane is approximately 12 feet wide. It is recommended to widen the receiving lane in order to better accommodate truck traffic turning on Mustang Court/Mustang Drive Extension from SH 26. However, widening this lane will likely result in required changes to the existing railroad grade crossing on Mustang Court approximately 45 feet north of SH 26. Mustang Court/Mustang Drive Extension will likely need to be widened to accommodate two southbound lanes, a raised median for rail crossing gates, and a wider northbound receiving lane. As an alternative, operational impacts of reducing the southbound approach to a single lane was investigated. If the southbound approach were reduced to a shared left/through/right lane, the northbound receiving lane could be widened with changing the existing pavement width. Based on the number of left turns, the northbound and southbound approaches of Mustang Drive at SH 26 would likely need to continue to operate with split phasing, even with the proposed improvements to the northbound approach at the intersection. Table 26 and Table 27 compare the analysis results for the intersection of Mustang Drive and SH 26 with the reduction to a single southbound lane under Build -Out (2030) Total traffic conditions for all scenarios. The proposed lane improvements were assumed for northbound Mustang Drive, but the minor street approaches were still assumed to be operating with split - phasing. Traffic Study for Industrial Subarea - Southlake, Texas Page 53 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Table 26. Average Delay Results - Single Southbound Lane on Mustang at SH 26 Intersection/Movement: 2030 Total - Mustang as Single Lane SB Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM Intersection 22.0' 56.5 21.6 36.4 21.2 36.4 EB 16.7 47.0 15.6 46.7 15.2 46.7 SH 26 at WB 14.6 34.9 14.2 16.8 14.2 18.6 Mustang Drive NB 52.5 46.5 54.5 46.4 54.5 46.4 SB 90.1 275.4 100.1 139.7 94.4 125.4 ' Delay in seconds/vehicle Table 27. Level of Service Results - Single Southbound Lane on Mustang at SH 26 Intersection/Movement: 2030 Total - Mustang as Single Lane SB Scenario 1 Scenario 2 Scenario 3 AM I'M AM I'M AM PM Intersection C E C D C D EB B D B D B D SH 26 at WB B C B B B B Mustang Drive NB D D D D D D SB F F F F F F As shown, the southbound approach is predicted to experience significantly more delay as a single - lane. The southbound approach is predicted to experience the highest delay for Scenario 2 during the AM peak hour. During the PM peak hour, however, the highest delay is predicted for Scenario 1, with an average delay result approximately twice as long as Scenario 2 and Scenario 3. Based on these results, it is recommended to continue to include two southbound approach lanes on Mustang Court and to provide two lanes in the future. This will result in the need for roadway widening on Mustang north of SH 26, if possible. If widening is not possible, Scenario 3 provides the best operation overall for a single -lane approach on the Mustang Drive Extension. Traffic Study for Industrial Subarea - Southlake, Texas Page 54 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) ACCESS MANAGEMENT ANALYSIS Right Turn Lane Analysis The proposed site access connections to the development were analyzed to determine if right turn lanes would be required. Based on guidelines presented in the City of Southlakes's Driveway Ordinance, right turn deceleration lanes are considered under the following conditions: • Right turn volumes greater than 40 vph on an arterial street (if existing or future speed limit greater than 40 mph) • Right turn volumes greater than 50 vph on an arterial street (if existing or future speed limit less than/equal to 40 mph) Table 28 summarizes the predicted right turn volumes at the proposed site access driveways/roadways for Build -Out (2030) Total traffic conditions for each site access option (Figures 18-20). Background right turning traffic at Hart Street is also shown. Table 28. Right Turn Deceleration Lane Analysis Results Speed Volume Threshold Exceed Intersection Scenario Approach Limit (vph) (vph) Threshold? (mph) AM PM AM P 2030 Background 20 (19) No (No) Scenario 1 87 (52) YES (YES) Hart Street at Brumlow Avenue NB 30 50 Scenario 2 60 (39) YES (No) Scenario 3 60 (39) YES (No) Scenario 1 2 (7) No (No) Residential Driveway SB 30 50 Scenario 2 2 (5) No (No) at Brumlow Avenue Scenario 3 2 (5) No (No) Mustang Dr Extension Scenario 2 94 (46) YES (No) at Brumlow Avenue NB 30 50 Scenario 3 94 (46) YES (No) Northern Municipal Scenario 1 16 (3) No (No) Scenario 2 8 (1) No (No) Driveway at Brumlow NB 30 50 Avenue Scenario 3 8 (1) No (No) Southern Municipal Scenario 1 2 (0) No (No) Scenario 2 2 (0) No (No) Driveway at Brumlow NB 30 50 Avenue Scenario 3 2 (0) No (No) North Driveway at Scenario 3 EB 30 49 (22) 50 No (No) Continental Boulevard Based on the projected site traffic volumes, the predicted northbound right turn volume at Hart Street is predicted to exceed the City threshold for the consideration of a right turn deceleration lane with the addition of site traffic. The predicted northbound right turn volume at the Mustang Drive Extension is predicted to exceed the City threshold for the consideration of a right turn deceleration lane during the AM peak hour for Scenarios 2 and 3. Finally, it should be noted that Traffic Study for Industrial Subarea - Southlake, Texas Page 55 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) the eastbound right turn volume at the North Driveway is only one vehicle under the threshold and adjacent through volumes are high, particularly during the AM peak hour. Installation of a right -turn deceleration lane is recommended at the following locations: • Northbound Brumlow Avenue at Hart Street • Northbound Brumlow Avenue at Mustang Drive Extension • Eastbound Continental Boulevard at North Driveway Left Turn Lane Analysis Based on the City of Southlake Driveway Ordinance, a left -turn lane will be required at any median opening if Brumlow Avenue is expanded to a four -lane divided roadway with a raised median. In the interim, the City of Southlake requires installation of a left -turn lane on an undivided roadway if the product of the left turn (ingress) volume and the opposing volume per lane exceeds 25,000 in any design hour. The left -turn volume is also required to be a minimum of 50 vehicles per hour. Table 29 summarizes the critical left -turn volume at the site driveways for each scenario and the product with the opposing through volume. These are for driveways along Brumlow Avenue with the roadway as a two-lane undivided roadway. Additionally, North Driveway at Continental Boulevard is included, as Continental Boulevard is a two-lane undivided roadway. The Residential Driveway and the Southern Municipal Driveway were not included as predicted left -turn volumes are well below the 50-vehicle minimum. Table 29. Left Turn Deceleration Lane Analysis for Two -Lane Roadways Results Left Turn Critical Left- Opposing Exceed Intersection Scenario Direction Turn Volume Thru Product Threshold. >50 >25,000 Scenario 1 123 698 85,854 YES Hart Street at SB Scenario 2 75 708 53,100 YES Brumlow Ave Scenario 3 31 <50 -- -- No Mustang Dr Extension Scenario 2 SB 79 723 57,117 YES Scenario 3 45 <50 -- -- No at Brumlow Avenue Northern Municipal Scenario 1 66 798 52,668 YES Scenario 2 66 803 52,998 YES Driveway at Brumlow SB Avenue Scenario 3 49 <50 -- -- No North Driveway at Scenario 3 WB 67 1,012 67,804 YES Continental Boulevard Based on these, installation of a left -turn lane is recommended at the following locations: • Southbound Brumlow Avenue at Hart Street (Scenarios 1 & 2 only) • Southbound Brumlow Avenue at Mustang Drive Extension (Scenario 2 only) • Southbound Brumlow Avenue at Northern Municipal Driveway (Scenarios 1 & 2 only) • Westbound Continental Boulevard at North Driveway (Scenario 3 only) As previously stated, the above criteria only applies while Brumlow Avenue is a two-lane undivided roadway. If Brumlow Avenue is not expanded to a four -lane divided roadway prior to Traffic Study for Industrial Subarea - Southlake, Texas Page 56 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) build -out of the study area, then either: 1. Left -turn lanes must be installed at the above locations, or 2. Scenario 3 access points should be built and a left -turn lane installed at North Driveway If North Driveway is built, a westbound left -turn lane should be built on Continental Boulevard regardless of roadway changes on Brumlow Avenue. As an alternative to widening Continental Boulevard to add a left -turn lane just at North Driveway, the City should consider widening Continental Boulevard to a three -lane roadway with a two-way left turn lane, at least between North Driveway and the proposed Sports Complex to be located north of Continental Boulevard in the vicinity of the present Municipal Service Center. This would allow left -turn access to both locations. In addition, a raised pedestrian refuge island could be installed in the center lane to provide crossing opportunities to residents south of Continental Boulevard to access the trail and Sports Complex. Queuing Analysis Queuing analysis was performed for the proposed access points to identify storage requirements for left -turn lanes and to identify anticipated queue lengths exiting the study site. For this analysis, the proposed mitigation was assumed to be in place, including widening on Brumlow Avenue. The anticipated 95th percentile queue lengths at applicable unsignalized site access points for Build -Out (2030) Total traffic conditions for all three scenarios are shown in Table 30. The results were obtained from Synchro, which provides queue length in number of vehicles for two-way stop - controlled intersections (approximately 25 feet per vehicle). Table 30. 95" Percentile Queues in Vehicles — Unsignalized Intersections Intersection/Movement: 2030 Total - with Additional Lanes Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM Brumlow Avenue at Warwick Way/ Hart Street EB T/LT 2 3 2 3 1 2 EB RT 1 1 1 1 1 1 WB T/LT 1 8 1 9 1 7 WB RT 1 1 1 1 1 1 NB LT 1 1 1 1 1 1 SB LT 1 1 1 1 1 1 Brumlow Avenue at Mustang Extension/ Residential Driveway EB T/LT 1 1 1 1 1 1 EB RT 1 0 0 0 0 0 WB T/LT -- -- 1 6 1 6 WB RT -- -- 1 1 1 1 NB LT 0 1 1 0 0 0 SB LT -- -- 1 1 1 1 Brumlow Avenue at Northern Municipal Driveway WB LT 1 1 0 1 0 1 WB RT 1 1 1 1 1 1 SB LT 1 1 1 1 1 0 Brumlow Avenue at Southern Municipal Driveway WB 0 1 0 0 0 0 SB LT 0 0 0 0 0 0 Continental Avenue at Northern Driveway WB LT -- -- -- -- 1 1 NB LT -- -- -- -- 1 2 NB RT -- -- -- -- 1 1 Traffic Study for Industrial Subarea - Southlake, Texas Page 57 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) In addition, the anticipated 95th percentile queue lengths for the two proposed signals are also shown in Table 31. The results were also obtained from Synchro, which provides queue length in feet for signalized intersections. However, for comparison purposes, the queue lengths were converted to vehicles by dividing by 25 and rounding to the nearest whole number. As shown in Table 31, queue lengths on Warwick Way, Hart Street, and the Mustang Drive Extension are predicted to be significantly shorter with signalization. Table 31. 95" Percentile Queues in Vehicles — Proposed Signalized Intersection on Brumlow Intersection/Movement: 2030 Total - with Additional Lanes Scenario 1 Scenario 2 Scenario 3 AM PM AM PM AM PM Brumlow Avenue at Warwick Way/ Hart Street EB LT 2 2 2 2 2 2 EB T/RT 1 1 1 1 1 1 WB LT 1 3 1 3 1 3 WB T/RT 1 2 1 2 1 2 NB LT 1 1 1 1 1 1 SB LT 2 2 1 1 1 1 Brumlow Avenue at Mustang Extension/ Residential Driveway EB T/LT --' -- 1 1 1 1 EB RT -- -- 0 0 0 01 WB LT LT -- -- 3 1 3 WB -- -- 3 3 2 2 NB LT -- -- 1 1 1 1 SB LT -- -- 1 1 1 1 ' Signalization not needed without westbound Mustang Drive Extension Overall, relatively minor queue lengths are predicted for left -turns into the site access points. If a two-way left -turn lane is installed on Brumlow Avenue and/or Continental Boulevard, anticipated queues are predicted to be accommodated without significantly impacting turns into other roadways. Otherwise, left -turn lanes at the site access points require a minimum storage space for two vehicles. As some amount of truck traffic is anticipated, particularly at the Municipal Service Center, a minimum storage length of 100 feet is recommended, in addition to deceleration length. Traffic Study for Industrial Subarea - Southlake, Texas Page 58 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Truck Access As the industrial areas and the Municipal Service Center are anticipated to serve truck traffic, new site access points must be built to accommodate truck turning movements into and out of the sites. As previously stated in the intersection capacity analysis, it is recommended to continue to include two southbound approach lanes on Mustang Court/Mustang Drive Extension in order to serve the predicted traffic volumes. This will result in the need for roadway widening on Mustang north of SH 26, if possible. Autoturn analysis was performed to identify how much widening will be necessary to accommodate a WB-62 combination truck turning onto northbound Mustang Court from SH 26 without encroaching on the southbound lanes. Based on this analysis, it appears that the southbound approach could be restriped to include two 12-foot southbound lanes and one 15-foot northbound lane (currently the inside southbound lane is 15-feet wide). Then, an additional two feet of pavement width would be needed near the intersection, as shown in Figure 22. In order to accommodate the westbound right -turn maneuver, a compound curb radius should be installed, with a 70-foot initial radius (approximately 50 feet in length) and then a 100-foot radius, as identified in Figure 22. Based on the new curb location, the eastern rail crossing gate south of the railroad track will have to be relocated further east and the eastern rail crossing gate north of the railroad track will likely have to be relocated as well. The signal pole and pedestrian pole in the northeast corner of the intersection will have to be relocated, as will the two pedestrian ramps. Finally, the rail crossing planking will likely need to be extended further east. Traffic Study for Industrial Subarea - Southlake, Texas Page 59 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) 12' - 12' .4 ' I Q O Sf+ Y Two 12' Lanes SIB 2' New Curb Rail crossing gate relocation likely needed - 4 t` Rail crossing planking likely needs extending /V NOT TO SCALE Rail crossing gate relocation needed - Signal pole and ped pole relocation needed 100' FR ._..... ................................. New Centerline 70' R -- Ped ramp relocation needed 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Southbound Mustang Drive at SH 26 Widening for Truck Traffic Figure 22 972-248-3006 gee encineevinc DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) CONCLUSIONS AND RECOMMENDATIONS The proposed study area includes approximately 72 acres, with primarily office and industrial land uses, including the future City of Southlake Municipal Service Center. Some additional residential development on the west side of Brumlow Avenue was also included in the study area. The primary focus of this study was to identify mitigation necessary to accommodate future development and evaluate secondary access scenarios. The study area is generally bounded by SH 26, Kimball Avenue, Continental Boulevard, and Brumlow Avenue. As previously stated, study scenarios include the following access options for the industrial and office parcels east of Brumlow Avenue: • Scenario 1 — Access only to the Mustang Drive at SH 26 intersection for the southern portion and some additional access to Brumlow Avenue via Hart Street for the northern portion. • Scenario 2 — Access to SH 26 via Mustang Drive and additional access to Brumlow Avenue via Hart Street and via the proposed extension of Mustang Drive to Brumlow Avenue. • Scenario 3 — Access to SH 26, access to Brumlow Avenue (as above), and access to Continental Boulevard. The single-family development was assumed to have direct access to Brumlow Avenue and cross - access to the intersection of Brumlow Avenue and Warwick Way. The City Municipal Service Center was assumed to have two full -access driveways on Brumlow Avenue, as shown in Figure 2. For the purposes of this study, additional cross -access was also assumed to the extension of Mustang Drive for the applicable scenarios. Based on the analysis presented in this report, the following conclusions and recommendations can be made: • Three trip generation alternatives were presented, including a `low' intensity of land use, a `medium' intensity, and a `high' intensity. For the purposes of this study, the `medium' intensity alternative was analyzed. • The assumed build -out year of the study area was 2030. Based on ITE trip generation information and the land use assumptions, the study area is predicted to generate approximately 6,816 trips in a daily basis, including approximately 747 trips during the AM peak hour and approximately 865 trips during the PM peak hour, under the `medium' intensity alternative. • Background (non -site) traffic volumes for the study area intersections and roadways were estimated by growing the existing traffic volumes at an annual rate of two percent (2%) until the Build -Out Year (2030). Roadway Capacity Anal Roadway capacity was assessed for Mustang Drive and the proposed Mustang Drive Extension and for Brumlow Avenue. Based on the existing and projected traffic volumes, all segments of Traffic Study for Industrial Subarea - Southlake, Texas Page 61 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Mustang Drive are predicted to operate at acceptable levels of service for all scenarios. The existing four -lane sections of Brumlow Avenue are also predicted to operate at acceptable levels of service for all scenarios. However, the current two-lane undivided portion of Brumlow Avenue currently operates at LOS E in the southbound direction during the PM peak hour. Level of service is predicted to degrade for both directions during both the AM and PM peak hours with background growth and the addition of site generated traffic volumes. It is our understanding that this portion of Brumlow Avenue is anticipated to be widened to a four - lane divided roadway by 2025. As a four -lane divided roadway, all segments are predicted to operate at acceptable levels of service for all scenarios. Intersection Cpacily Analysis The existing study intersections analyzed include: • Brumlow Avenue at Warwick Way/Hart Street; • Mustang Court at Southwestern Avenue; • Brumlow Avenue at SH 26; • Mustang Drive at SH 26; and • Kimball Avenue at SH 26. The results of the intersection capacity analysis are described in the following section. Existing (2021) Conditions • All three signalized intersections are predicted to operate at acceptable levels of service overall for existing conditions. • The intersection of Mustang Court and Southwestern Avenue is predicted to operate at acceptable levels of service for all scenarios. • The eastbound approach of Warwick Way at Brumlow Avenue currently operates at LOSE during the PM peak hour. Build -Out Year (2030) Background Conditions • Increased delay is predicted for all roadway approaches with background growth. Mustang Drive and Kimball Avenue are both predicted to operate with poor LOS at SH 26. Both intersections currently operate with split -phasing for the minor street approaches, resulting in lower efficiency for the intersection. • The minor street approaches of Warwick Way and Hart Street at Brumlow Avenue are also predicted to operate at poor levels of service with added background growth. Build -Out Year (2023) Total Conditions • The study intersections are predicted to experience increased delay with the addition of site traffic volumes. Traffic Study for Industrial Subarea - Southlake, Texas Page 62 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) • With Brumlow Avenue as a two-lane undivided roadway, minor street approaches are predicted to experience poor levels of service. • It is recommended to prioritize roadway widening on Brumlow Avenue prior to build -out of the study area. With expansion to a four -lane divided roadway, both site driveways for the Municipal Service Center are predicted to operate at acceptable levels of service. The minor street approaches at Warwick Way/Hart Street and at Mustang Drive Extension/Residential Driveway experience improvement as well, with some movements beginning to operate at acceptable levels of service. • In order to further improve operation in the study area, the following mitigation measures were recommended: o In general, new access driveways/roadways should be built with two approach lanes at intersections with major streets (i.e. Mustang Drive Extension, Northern Municipal Service Center Driveway, North Driveway, Residential Driveway) unless predicted outbound traffic volumes are very low (i.e. Southern Municipal Service Center Driveway). O Brumlow Avenue at SH 26 ■ Install a southbound right -turn lane. O Mustang Drive at SH 26 ■ Install an additional northbound left -turn lane in median, which is necessary for the elimination of split phasing. Restripe the northbound approach to include dual left -turn lanes and a shared through/right turn lane. A concept sketch of this configuration was shown in Figure 21. ■ Eliminate split phasing north and south (protected -only left turn operation was assumed northbound and permissive/protected operation was assumed southbound). Elimination of split phasing is predicted to significantly improve efficiency and operation at the intersection. o Kimball Avenue at SH 26 ■ Install an additional southbound left -turn lane in median. Restripe the southbound approach to include dual left -turn lanes and a shared through/right turn lane. Eliminate split phasing north and south (protected - only left turn operation was assumed southbound and permissive/protected operation was assumed northbound). Elimination of split phasing is predicted to significantly improve efficiency and operation at the intersection. o Hart Street/Warwick Way at Brumlow Avenue ■ Restripe westbound Hart Street to include two approach lanes (also assumed for the previous scenarios). ■ Widen eastbound Warwick Way into the median to provide two approach lanes. ■ Install a northbound right -turn lane (based on projected volumes). ■ Consider installation of traffic signal control. O Mustang Drive Extension/Residential Driveway at Brumlow Avenue ■ Assume that the Residential Driveway is built with two outbound Traffic Study for Industrial Subarea - Southlake, Texas Page 63 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) (eastbound lanes). ■ Install a northbound right -turn lane (based on projected volumes). ■ Install traffic signal control (except for Scenario 1). ■ If extension of Mustang Drive occurs, the Municipal Service Center should consider orienting its primary drive to Mustang Drive to utilize the signal. o North Driveway at Continental Boulevard ■ Install an eastbound right -turn lane (based on projected volumes). ■ Install a westbound left -turn lane (based on projected volumes). • As identified above, traffic signal control is recommended at the intersection of Mustang Drive Extension at Brumlow Avenue (for Scenarios 2 and 3 only). In addition to serving residential, office, and industrial traffic, this signal will also provide better access for City vehicles to and from the Municipal Service Center. A signal on Brumlow Avenue will also help facilitate pedestrian movements crossing Brumlow Avenue. • Traffic signal control should also be considered at the intersection of Warwick Way/Hart Drive at Brumlow Avenue, particularly for Scenario 1. If a traffic signal is not installed at Hart Street, some of the predicted westbound left -turn traffic is likely to redistribute to the traffic signal at the Mustang Drive Extension. o The industrial/office areas accessing utilizing Hart Street to access Brumlow Avenue will likely require one or two additional access points along Brumlow Avenue in addition to access to Mustang Drive. Cross -access should be provided to one or more additional driveways on Brumlow Avenue for any of the study scenarios. • In general, Scenario 3 provided the most benefit in terms of lower delay for the most movements. • Based on analysis of a single southbound lane on Mustang Drive at SH 26, it is preferable to continue to operate southbound Mustang Drive as a two-lane approach, particularly if no alternative access points are constructed (Scenario 1). o It is recommended to widen the receiving lane in order to better accommodate truck traffic turning on Mustang Court/Mustang Drive Extension from SH 26. o However, widening this lane will likely result in required changes to the existing railroad grade crossing on Mustang Court approximately 45 feet north of SH 26. Mustang Court/Mustang Drive Extension will likely need to be widened to accommodate two southbound lanes, a raised median for rail crossing gates, and a wider northbound receiving lane. • Final recommended intersection lane configurations are shown in Figure 23. This figure assumes Scenario 3 with all site access points in place. Recommended changes are shown in red. Traffic Study for Industrial Subarea - Southlake, Texas Page 64 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) S Carroll Ave Single -Lane Roundabout .— 4— E Continental Blvd .— w i4o 1 f 1 Mustang Warwick Way I Cross -Access\ j - ' Z I 1 0 1 Extension Resientia� ZHart'St Dwy I G3 1 Cross -Access — — — — — — Mustang Extei ,O ---------� sion �, ? CD OResidential 0 Dwy IID Munici al Dwy N I 7 m 1_Municipal Dwy S D 11 �, Municipal Dwy 11 111 1 I - - t - �' • 1 O 1 y, 4 Note: Municipal Service 1 I 4 Municipal Center its I • should orient i Dw s primary drive to utilize the signal if the Mustang Drive R� extension occurs. m � , 3 N NOT TO SCALE A�l Grob Pie a5 ~ MUstar\9 �r dp� G r p�,dW7� V A* � d7 * Asa 3 0 LEGEND • Study Intersection L- 1 Site Locations Lane Configuration t— Recommended Change L* Channelized Right -Turn oStop-Controlled Approach Signalized Intersection 3030 LBJ FREEWAY SUITE 1660 DALLAS, TEXAS 75234 Recommended Build -Out (2030) Lane Configurations (Scenario 3 Assumed) Figure 23 972-248-3006 LCC CneinCC:vine DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Access Manaizement • Based on the projected traffic volumes, installation of a right -turn deceleration lane is recommended at the following locations: o Northbound Brumlow Avenue at Hart Street o Northbound Brumlow Avenue at Mustang Drive Extension o Eastbound Continental Boulevard at North Driveway • Based on the predicted traffic volumes, If Brumlow Avenue is not expanded to a four -lane divided roadway prior to build -out of the study area, then either: 1. Left -turn lanes should be installed at the following locations: ■ Southbound Brumlow Avenue at Hart Street ■ Southbound Brumlow Avenue at Mustang Drive Extension (if built) ■ Southbound Brumlow Avenue at Northern Municipal Driveway 0 2. Scenario 3 access points should be built and a left -turn lane installed on Continental Boulevard at North Driveway. • If Brumlow Avenue is expanded to a four -lane roadway, left -turn access should be provided to all study driveways. The Southern Municipal Driveway could become a right- in/right-out driveway based on predicted volumes if a raised median is installed on Brumlow Avenue. o If a two-way left -turn lane is installed on Brumlow Avenue, anticipated queues are predicted to be accommodated without significantly impacting turns into other roadways. o If a raised median is installed on Brumlow Avenue, left -turn lanes should accommodate at least 100 feet of storage plus deceleration length in order to accommodate truck traffic. • A westbound left -turn lane on Continental Boulevard at North Driveway is required if Scenario 3 is built whether or not Brumlow Avenue is expanded. o As an alternative to widening Continental Boulevard to add a left -turn lane just at North Driveway, the City should consider widening Continental Boulevard to a three -lane roadway with a two-way left turn lane, at least between North Driveway and the future Sports Complex to be located north of Continental Boulevard in the vicinity of the present Municipal Service Center. This would allow left -turn access to both locations. In addition, a raised pedestrian refuge island could be installed in the center lane to provide crossing opportunities to residents south of Continental Boulevard to access the trail and Sports Complex. • As the industrial areas and the Municipal Service Center are anticipated to serve truck traffic, new site access points must be built to accommodate truck turning movements into and out of the sites. Traffic Study for Industrial Subarea - Southlake, Texas Page 66 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) • In order to better accommodate trucks at Mustang Drive and SH 26, the southbound approach should be widened by two feet and a compound curb radius should be installed, with a 70-foot initial radius (approximately 50 feet in length) and then a 100-foot radius (see Figure 22). o Based on the new curb location, the eastern rail crossing gate south of the railroad track will have to be relocated further east and the eastern rail crossing gate north of the railroad track will likely have to be relocated as well. The signal pole and pedestrian pole in the northeast corner of the intersection will have to be relocated, as will the two pedestrian ramps. Finally, the rail crossing planking will likely need to be extended further east. Traffic Study for Industrial Subarea - Southlake, Texas Page 67 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) APPENDIX Traffic Study for Industrial Subarea - Southlake, Texas Page 68 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turnina Movement Data Count Name: SH 26 @ BRUMLOW AVE Site Code: Start Date: 08/25/2021 Page No: 1 Start Time Left BRUMLOW AVE Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left Thru POOL RD Northbound Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Turn App. Total Int. Total 12:00 AM 1 0 1 0 2 1 19 0 0 20 1 0 2 0 3 1 11 1 1 14 39 12:15 AM 1 0 1 0 2 0 11 1 0 12 0 0 3 0 3 1 12 1 1 15 32 12:30 AM 2 0 1 0 3 3 18 1 0 22 1 0 2 0 3 1 7 1 0 9 37 12:45 AM 0 0 1 0 1 0 16 0 0 16 0 0 1 0 1 1 3 0 0 4 22 Hourly Total 4 0 4 0 8 4 64 2 0 70 2 0 8 0 10 4 33 3 2 42 130 1:00 AM 0 1 1 0 2 1 7 0 0 8 0 0 0 0 0 0 3 0 0 3 13 1:15AM 0 0 0 0 0 0 10 1 0 11 0 0 2 0 2 0 7 1 0 8 21 1:30 AM 0 0 2 0 2 2 11 0 0 13 1 0 0 0 1 1 2 0 0 3 19 1:45 AM 0 0 0 0 0 0 6 1 0 7 0 1 0 0 1 1 6 0 0 7 15 Hourly Total 0 1 3 0 4 3 34 2 0 39 1 1 2 0 4 2 18 1 0 21 68 2:00 AM 0 0 1 0 1 0 7 1 0 8 0 0 1 0 1 0 6 0 0 6 16 2:15AM 0 1 0 0 1 0 11 0 0 11 0 0 0 0 0 0 4 0 0 4 16 2:30 AM 0 0 0 0 0 0 6 0 0 6 0 0 0 0 0 0 9 2 0 11 17 2:45 AM 0 1 0 0 1 1 4 0 0 5 0 1 0 0 1 0 4 0 0 4 11 Hourly Total 0 2 1 0 3 1 28 1 0 30 0 1 1 0 2 0 23 2 0 25 60 3:00 AM 0 0 0 0 0 1 3 0 0 4 0 0 1 0 1 0 0 0 0 0 5 3:15AM 0 0 1 0 1 0 6 0 0 6 2 0 1 0 3 0 10 1 0 11 21 3:30 AM 0 0 0 0 0 0 4 1 0 5 1 0 2 0 3 0 10 0 0 10 18 3:45 AM 0 0 0 0 0 0 5 0 1 6 0 0 0 0 0 1 13 0 0 14 20 Hourly Total 0 0 1 0 1 1 18 1 1 21 3 0 4 0 7 1 33 1 0 35 64 4:00 AM 0 0 0 0 0 1 5 3 0 9 0 0 1 0 1 1 14 0 0 15 25 4:15 AM 0 0 3 0 3 0 6 3 0 9 0 2 1 0 3 1 21 0 0 22 37 4:30 AM 0 0 6 0 6 1 7 2 0 10 1 1 1 0 3 1 31 0 0 32 51 4:45 AM 2 0 2 0 4 1 14 4 0 19 1 0 5 0 6 9 44 0 0 53 82 Hourly Total 2 0 11 0 13 3 32 12 0 47 2 3 8 0 13 12 110 0 0 122 195 5:00 AM 4 2 7 0 13 3 17 7 0 27 0 3 5 0 8 1 41 1 0 43 91 5:15 AM 2 0 8 0 10 1 21 2 0 24 1 6 3 0 10 6 64 0 0 70 114 5:30 AM 7 4 5 0 16 1 28 11 0 40 0 3 11 0 14 11 92 1 0 104 174 5:45 AM 6 6 8 0 20 2 25 12 0 39 1 10 14 0 25 11 134 7 0 152 236 Hourly Total 19 12 28 0 59 7 91 32 0 130 2 22 33 0 57 29 331 9 0 369 615 6:00 AM 6 4 11 0 21 4 37 9 1 51 3 7 19 0 29 8 117 7 1 133 234 6:15 AM 11 7 10 0 28 6 64 13 0 83 11 7 20 0 38 10 203 29 0 242 391 6:30 AM 18 15 15 0 48 8 74 13 0 95 21 16 30 0 67 28 259 27 0 314 524 6:45 AM 17 15 9 0 41 8 104 18 0 130 15 27 38 0 80 31 287 40 0 358 609 Hourly Total 52 41 45 0 138 26 279 53 1 359 50 57 107 0 214 77 866 103 1 1047 1758 7:00 AM 27 23 28 0 78 18 109 28 1 156 14 30 36 0 80 37 348 29 1 415 729 7:15 AM 26 14 39 0 79 28 129 21 0 178 15 33 51 0 99 32 389 37 1 459 815 7:30 AM 41 29 49 0 119 52 165 42 0 259 24 31 90 0 145 57 453 56 3 569 1092 7:45 AM 22 9 46 0 77 28 188 29 1 246 66 49 111 0 226 56 504 63 1 624 1173 Hourly Total 116 75 162 0 353 126 591 120 2 839 119 143 288 0 550 182 1694 185 6 2067 3809 8:00 AM 39 22 68 0 129 48 192 39 1 280 57 46 90 0 193 77 465 30 0 572 1174 8:15 AM 19 28 43 0 90 37 199 31 0 267 19 45 80 0 144 71 429 60 0 560 1061 8:30 AM 21 25 54 0 100 25 178 30 0 233 44 52 55 0 151 72 353 34 0 459 943 8:45 AM 32 24 55 0 111 20 207 32 1 260 23 48 56 0 127 67 278 16 1 362 860 Hourly Total 111 99 220 0 430 130 776 132 2 1040 143 191 281 0 615 287 1525 140 1 1953 4038 9:00 AM 24 17 52 0 93 31 162 31 1 225 18 39 33 0 90 55 196 15 0 266 674 9:15 AM 23 21 51 0 95 17 146 22 0 185 20 33 52 0 105 55 242 16 1 314 699 9:30 AM 24 25 58 0 107 24 151 27 0 202 13 40 46 0 99 66 232 19 2 319 727 9:45 AM 22 32 69 0 123 26 182 28 0 236 16 37 40 0 93 57 227 12 2 298 750 Hourly Total 93 95 230 0 418 98 641 108 1 848 67 149 171 0 387 233 897 62 5 1197 2850 10:00 AM 22 29 41 0 92 27 151 17 1 196 11 44 49 0 104 53 190 13 2 258 650 10:15 AM 21 29 64 0 114 26 162 13 0 201 10 40 38 0 88 49 209 16 3 277 680 10:30 AM 22 50 50 0 122 30 147 18 2 197 11 52 43 0 106 52 215 16 3 286 711 10:45 AM 20 36 46 0 102 29 184 23 0 236 12 32 36 0 80 57 211 11 0 279 697 Hourly Total 85 144 201 0 430 112 644 71 3 830 44 168 166 0 378 211 825 56 8 1100 2738 11:00 AM 22 36 47 0 105 38 157 13 1 209 22 48 39 0 109 65 192 19 3 279 702 11:15 AM 21 40 54 0 115 30 178 32 3 243 10 35 44 0 89 56 217 20 2 295 742 11:30 AM 31 30 50 0 111 38 165 18 0 221 17 47 37 0 101 78 172 14 2 266 699 11:45 AM 29 37 76 0 142 24 189 30 1 244 16 37 44 0 97 44 223 16 3 286 769 Hourly Total 103 143 227 0 473 130 689 93 5 917 65 167 164 0 396 243 804 69 10 1126 2912 12:00 PM 37 51 65 0 153 44 179 31 0 254 18 33 45 0 96 82 204 23 1 310 813 12:15 PM 28 30 43 0 101 38 219 24 1 282 21 36 47 0 104 79 233 15 2 329 816 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 12:30 PM 31 42 52 0 125 47 178 23 0 248 22 45 34 0 101 66 164 20 2 252 726 12:45 PM 23 42 63 0 128 32 218 27 0 277 20 40 40 0 100 63 240 23 6 332 837 Hourly Total 119 165 223 0 507 161 794 105 1 1061 81 154 166 0 401 290 841 81 11 1223 3192 1:00 PM 21 60 67 0 148 52 167 26 0 245 26 39 56 0 121 79 176 16 3 274 788 1:15 PM 20 35 70 0 125 27 207 31 1 266 18 48 64 0 130 57 217 19 2 295 816 1:30 PM 29 39 75 0 143 41 196 20 0 257 18 45 37 0 100 51 181 14 6 252 752 1:45 PM 17 35 53 0 105 38 229 25 0 292 18 58 49 0 125 43 229 14 4 290 812 Hourly Total 87 169 265 0 521 158 799 102 1 1060 80 190 206 0 476 230 803 63 15 1111 3168 2:00 PM 27 36 62 0 125 53 200 30 1 284 16 30 39 0 85 56 186 25 3 270 764 2:15 PM 24 34 49 0 107 33 262 22 0 317 11 39 27 0 77 54 234 22 2 312 813 2:30 PM 22 54 82 0 158 57 253 23 0 333 17 35 42 0 94 65 175 20 1 261 846 2:45 PM 29 42 56 0 127 46 278 22 1 347 14 30 42 0 86 51 185 29 1 266 826 Hourly Total 102 166 249 0 517 189 993 97 2 1281 58 134 150 0 342 226 780 96 7 1109 3249 3:00 PM 24 47 77 0 148 75 287 25 1 388 46 36 53 0 135 56 182 44 5 287 958 3:15 PM 14 32 83 0 129 37 349 35 0 421 32 40 48 0 120 41 241 43 1 326 996 3:30 PM 41 36 65 0 142 62 260 30 1 353 69 50 100 0 219 65 228 27 2 322 1036 3:45 PM 24 48 69 0 141 49 337 34 0 420 33 47 63 0 143 65 232 40 1 338 1042 Hourly Total 103 163 294 0 560 223 1233 124 2 1582 180 173 264 0 617 227 883 154 9 1273 4032 4:00 PM 39 58 67 0 164 64 357 38 2 461 32 43 53 0 128 64 201 40 1 306 1059 4:15 PM 27 47 69 0 143 41 439 33 0 513 42 56 76 0 174 45 214 20 3 282 1112 4:30 PM 37 72 64 0 173 55 435 45 2 537 47 58 54 0 159 51 201 31 3 286 1155 4:45 PM 30 59 75 0 164 59 395 35 2 491 39 45 54 0 138 72 226 27 2 327 1120 Hourly Total 133 236 275 0 644 219 1626 151 6 2002 160 202 237 0 599 232 842 118 9 1201 4446 5:00 PM 38 74 85 0 197 60 476 33 0 569 25 45 46 0 116 60 214 21 1 296 1178 5:15 PM 36 47 96 0 179 57 458 26 0 541 24 49 53 0 126 83 266 26 0 375 1221 5:30 PM 42 85 89 0 216 80 470 43 0 593 30 51 41 0 122 54 241 28 1 324 1255 5:45 PM 41 52 85 0 178 48 358 32 1 439 19 42 44 0 105 58 229 23 1 311 1033 Hourly Total 157 258 355 0 770 245 1762 134 1 2142 98 187 184 0 469 255 950 98 3 1306 4687 6:00 PM 26 52 67 0 145 59 402 35 1 497 20 56 48 1 125 55 216 15 0 286 1053 6:15 PM 34 46 65 0 145 43 380 25 0 448 15 42 56 0 113 64 189 20 2 275 981 6:30 PM 40 54 77 0 171 54 275 17 1 347 19 32 52 0 103 70 172 20 2 264 885 6:45 PM 21 36 64 0 121 26 242 11 0 279 31 25 41 0 97 43 198 19 4 264 761 Hourly Total 121 188 273 0 582 182 1299 88 2 1571 85 155 197 1 438 232 775 74 8 1089 3680 7:00 PM 24 42 49 0 115 42 213 21 0 276 17 37 30 0 84 49 161 17 1 228 703 7:15 PM 17 40 47 0 104 35 192 18 1 246 12 21 38 0 71 58 128 20 1 207 628 7:30 PM 11 41 47 0 99 40 180 15 0 235 13 21 29 0 63 47 141 11 1 200 597 7:45 PM 16 31 36 0 83 24 166 16 0 206 11 20 32 0 63 30 129 11 1 171 523 Hourly Total 68 154 179 0 401 141 751 70 1 963 53 99 129 0 281 184 559 59 4 806 2451 8:00 PM 20 28 47 0 95 37 129 16 1 183 18 14 30 0 62 35 120 8 1 164 504 8:15 PM 18 33 40 0 91 29 179 13 1 222 17 21 15 0 53 39 113 18 1 171 537 8:30 PM 14 24 28 0 66 39 131 19 0 189 11 16 16 0 43 27 92 11 2 132 430 8:45 PM 6 23 26 0 55 21 118 13 0 152 8 12 20 0 40 12 90 3 1 106 353 Hourly Total 58 108 141 0 307 126 557 61 2 746 54 63 81 0 198 113 415 40 5 573 1824 9:00 PM 5 23 26 0 54 26 102 11 0 139 8 18 10 0 36 10 71 5 1 87 316 9:15 PM 7 17 14 0 38 25 96 9 0 130 8 16 12 0 36 14 76 6 0 96 300 9:30 PM 9 14 14 0 37 16 68 4 0 88 4 7 9 0 20 0 52 1 0 53 198 9:45 PM 6 8 17 0 31 12 75 13 0 100 3 4 6 0 13 11 44 4 0 59 203 Hourly Total 27 62 71 0 160 79 341 37 0 457 23 45 37 0 105 35 243 16 1 295 1017 10:00 PM 5 5 15 0 25 8 59 3 0 70 0 2 5 0 7 6 51 3 0 60 162 10:15 PM 6 6 6 0 18 8 47 3 0 58 0 3 4 0 7 2 29 1 2 34 117 10:30 PM 4 4 5 0 13 7 36 2 0 45 2 2 4 0 8 2 26 2 1 31 97 10:45 PM 1 4 3 0 8 5 38 4 0 47 0 3 9 0 12 1 14 1 0 16 83 Hourly Total 16 19 29 0 64 28 180 12 0 220 2 10 22 0 34 11 120 7 3 141 459 11:00 PM 8 2 5 0 15 5 47 2 1 55 0 0 6 0 6 1 28 5 0 34 110 11:15 PM 1 2 6 0 9 5 34 1 0 40 1 1 1 0 3 0 20 2 0 22 74 11:30 PM 1 2 4 0 7 2 29 4 0 35 0 0 3 0 3 4 13 1 0 18 63 11:45 PM 1 2 4 0 7 2 14 3 0 19 1 2 1 0 4 1 10 2 0 13 43 Hourly Total 11 8 19 0 38 14 124 10 1 149 2 3 11 0 16 6 71 10 0 87 290 Grand Total 1587 2308 3506 0 7401 2406 14346 1618 34 18404 1374 2317 2917 1 6609 3322 14441 1447 108 19318 51732 Approach % 21.4 31.2 47.4 0.0 13.1 78.0 8.8 0.2 20.8 35.1 44.1 0.0 17.2 74.8 7.5 0.6 Total % 3.1 4.5 6.8 0.0 14.3 4.7 27.7 3.1 0.1 35.6 2.7 4.5 5.6 0.0 12.8 6.4 27.9 2.8 0.2 37.3 Lights 1534 2276 3455 0 7265 2364 14120 1548 34 18066 1348 2291 2842 1 6482 3272 14172 1427 107 18978 50791 Lights 96.7 98.6 98.5 98.2 98.3 98.4 95.7 100.0 98.2 98.1 98.9 97.4 100.0 98.1 98.5 98.1 98.6 99.1 98.2 98.2 Mediums 30 32 39 0 101 39 179 46 0 264 25 26 73 0 124 43 209 17 1 270 759 Mediums 1.9 1.4 1.1 1.4 1.6 1.2 2.8 0.0 1.4 1.8 1.1 2.5 0.0 1.9 1.3 1.4 1.2 0.9 1.4 1.5 Articulated Trucks 23 0 12 0 35 3 47 24 0 74 1 0 2 0 3 7 60 3 0 70 182 Articulated Trucks 1.4 0.0 0.3 - 0.5 0.1 0.3 1.5 0.0 0.4 0.1 0.0 0.1 0.0 0.0 0.2 0.4 0.2 0.0 0.4 0.4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ BRUMLOW AVE Site Code: Start Date: 08/25/2021 Page No: 3 — a0 N O M INO OD Oo i0 N O M M N N N C Cep N O W 08/25/2021 12:00 AM Ending At _ O A A m W N V N m F J OS/26/Z021 12:00 AM c �' rn A °i m y Oi A M M Lights J' O 0 N N EN Mediums Articulated Trucks� C A o o A a y 7 6068 6482 12550 88 124 212 6 3 9 6162 6609 12771 Out In Total POOL RD [S] BRUMLOW AVE [N] Out In Total 7111 7265 14376 115 101 216 31 35 66 7257 7401 14658 3455 2276 1534 0 39 32 30 0 12 0 23 0 3506 2308 1587 0 R T L U U L T R 1 1348 2291 2842 0 25 26 73 0 1 0 2 1 1374 2317 2917 Turning Movement Data Plot DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turninq Movement Peak Hour Data (7:30 AM) Count Name: SH 26 @ BRUMLOW AVE Site Code: Start Date: 08/25/2021 Page No: 4 Start Time Left BRUMLOW AVE Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left POOL RD Northbound Thru Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Turn App. Total Int. Total 7:30 AM 41 29 49 0 119 52 165 42 0 259 24 31 90 0 145 57 453 56 3 569 1092 7:45 AM 22 9 46 0 77 28 188 29 1 246 66 49 111 0 226 56 504 63 1 624 1173 8:00 AM 39 22 68 0 129 48 192 39 1 280 57 46 90 0 193 77 465 30 0 572 1174 8:15 AM 19 28 43 0 90 37 199 31 0 267 19 45 80 0 144 71 429 60 0 560 1061 Total 121 88 206 0 415 165 744 141 2 1052 166 171 371 0 708 261 1851 209 4 2325 4500 Approach % 29.2 21.2 49.6 0.0 15.7 70.7 13.4 0.2 23.4 24.2 52.4 0.0 11.2 79.6 9.0 0.2 Total % 2.7 2.0 4.6 0.0 9.2 3.7 16.5 3.1 0.0 23.4 3.7 3.8 8.2 0.0 15.7 5.8 41.1 4.6 0.1 51.7 PHF 0.738 0.759 0.757 0.000 0.804 0.793 0.935 0.839 0.500 0.939 0.629 0.872 0.836 0.000 0.783 0.847 0.918 0.829 0.333 0.931 0.958 Lights 117 84 198 0 399 157 723 137 2 1019 165 171 365 0 701 255 1826 206 4 2291 4410 % Lights 96.7 95.5 96.1 96.1 95.2 97.2 97.2 100.0 96.9 99.4 100.0 98.4 99.0 97.7 98.6 98.6 100.0 98.5 98.0 Mediums 3 4 7 0 14 5 18 3 0 26 1 0 6 0 7 5 19 2 0 26 73 % Mediums 2.5 4.5 3.4 3.4 3.0 2.4 2.1 0.0 2.5 0.6 0.0 1.6 1.0 1.9 1.0 1.0 0.0 1.1 1.6 Articulated Trucks 1 0 1 0 2 3 3 1 0 7 0 0 0 0 0 1 6 1 0 8 17 Articulated Trucks 0.8 0.0 0.5 - 0.5 1.8 0.4 0.7 0.0 0.7 0.0 0.0 0.0 - 0.0 0.4 0.3 0.5 0.0 0.3 0.4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ BRUMLOW AVE Site Code: Start Date: 08/25/2021 Page No: 5 N 1 4 � vooa=� Peak Hour DataNWo J aDNNa H M O N N J S 1 A V O O .0 N N N N O M N N 08/25/2021 7:30 AM Ending At o N o ro N T W N (O N O O N r ' c 08/25/2021 8:30 AM r O W N m O O O N N Lights MediumsL— J A A d 101 Articulated Trucks r d' � 1. C N O O N rl h t r1 447 701 1148 11 7 18 4 0 4 462 708 1170 Out In Total POOL RD [S] BRUMLOW AVE [N] Out In Total 563 399 962 8 14 22 2 2 4 573 415 988 198 84 117 0 7 4 3 0 1 0 1 0 206 88 121 0 R T L U U L T R 0 165 171 365 0 1 0 6 0 0 0 0 0 166 171 371 Turning Movement Peak Hour Data Plot (7:30 AM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turninq Movement Peak Hour Data (4:45 PM) Count Name: SH 26 @ BRUMLOW AVE Site Code: Start Date: 08/25/2021 Page No: 6 Start Time Left BRUMLOW AVE Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left Thru POOL RD Northbound Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Tum App, Total Int. Total 4:45 PM 30 59 75 0 164 59 395 35 2 491 39 45 54 0 138 72 226 27 2 327 1120 5:00 PM 38 74 85 0 197 60 476 33 0 569 25 45 46 0 116 60 214 21 1 296 1178 5:15 PM 36 47 96 0 179 57 458 26 0 541 24 49 53 0 126 83 266 26 0 375 1221 5:30 PM 42 85 89 0 216 80 470 43 0 593 30 51 41 0 122 54 241 28 1 324 1255 Total 146 265 345 0 756 256 1799 137 2 2194 118 190 194 0 502 269 947 102 4 1322 4774 Approach % 19.3 35.1 45.6 0.0 11.7 82.0 6.2 0.1 23.5 37.8 38.6 0.0 20.3 71.6 7.7 0.3 Total % 3.1 5.6 7.2 0.0 15.8 5.4 37.7 2.9 0.0 46.0 2.5 4.0 4.1 0.0 10.5 5.6 19.8 2.1 0.1 27.7 PHF 0.869 0.779 0.898 0.000 0.875 0.800 0.945 0.797 0.250 0.925 0.756 0.931 0.898 0.000 0.909 0.810 0.890 0.911 0.500 0.881 0.951 Lights 143 264 344 0 751 256 1788 133 2 2179 118 187 193 0 498 264 932 102 4 1302 4730 % Lights 97.9 99.6 99.7 99.3 100.0 99.4 97.1 100.0 99.3 100.0 98.4 99.5 99.2 98.1 98.4 100.0 100.0 98.5 99.1 Mediums 2 1 0 0 3 0 9 3 0 12 0 3 1 0 4 4 15 0 0 19 38 % Mediums 1.4 0.4 0.0 0.4 0.0 0.5 2.2 0.0 0.5 0.0 1.6 0.5 0.8 1.5 1.6 0.0 0.0 1.4 0.8 Articulated Trucks 1 0 1 0 2 0 2 1 0 3 0 0 0 0 0 1 0 0 0 1 6 Articulated Trucks 0.7 0.0 0.3 - 0.3 0.0 0.1 0.7 0.0 0.1 0.0 0.0 0.0 - 0.0 0.4 0.0 0.0 0.0 0.1 0.1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ BRUMLOW AVE Site Code: Start Date: 08/25/2021 Page No: 7 N 1 4 � tp"'WW Peak Hour Data V W O ao N _ W O O M' H M NNJS �1�Nfp OJO U1 m N o rn N M M 08/25/2021 4:45 PM Ending At F 08/25/2021 5:45 PM y O1 °f r m rn v Io O' N N Lights Mediums W w A o °y^ N N O O Articulated Trucks r �"' `O O O O' Z 1. C N O O N rl h t 0 622 498 1120 1 4 5 0 0 0 623 502 1125 Out In Total POOL RD [S] BRUMLOW AVE [N] Out In Total 584 751 1335 10 3 13 2 2 4 596 756 1352 344 264 143 0 0 1 2 0 1 0 1 0 345 265 146 0 R T L U U L T R 0 118 187 193 0 0 3 1 0 0 0 0 0 118 190 194 Turning Movement Peak Hour Data Plot (4:45 PM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: SH 26 @ 1120 W. Lovers Lane MUSTANG DR -MUSTANG CT Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 1 Turnina Movement Data Start Time Left MUSTANG CT Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left MUSTANG DR Northbound Thru Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Turn App. Total Int. Total 12:00 AM 1 0 0 0 1 4 16 0 0 20 2 0 0 0 2 0 14 2 0 16 39 12:15 AM 3 0 0 0 3 0 7 3 0 10 7 0 2 0 9 0 8 5 0 13 35 12:30 AM 1 0 0 0 1 4 18 2 1 25 5 0 1 0 6 0 8 3 0 11 43 12:45 AM 1 0 1 0 2 2 7 0 0 9 6 0 2 0 8 0 2 2 0 4 23 Hourly Total 6 0 1 0 7 10 48 5 1 64 20 0 5 0 25 0 32 12 0 44 140 1:00 AM 2 0 0 0 2 1 6 0 1 8 1 0 0 0 1 0 2 1 0 3 14 1:15 AM 0 0 0 0 0 0 12 2 0 14 1 0 0 0 1 0 5 3 0 8 23 1:30 AM 0 0 0 0 0 1 7 3 0 11 5 0 2 0 7 0 1 0 0 1 19 1:45 AM 1 0 0 0 1 1 3 1 0 5 5 0 0 0 5 0 4 2 0 6 17 Hourly Total 3 0 0 0 3 3 28 6 1 38 12 0 2 0 14 0 12 6 0 18 73 2:00 AM 3 0 0 0 3 1 7 1 0 9 2 0 0 0 2 0 7 0 0 7 21 2:15AM 3 0 0 0 3 0 7 0 1 8 2 0 0 0 2 0 5 1 0 6 19 2:30 AM 0 0 0 0 0 2 0 0 0 2 6 0 0 0 6 0 9 0 0 9 17 2:45 AM 0 0 0 0 0 0 5 2 0 7 1 0 1 0 2 0 4 0 0 4 13 Hourly Total 6 0 0 0 6 3 19 3 1 26 11 0 1 0 12 0 25 1 0 26 70 3:00 AM 0 0 0 0 0 1 4 1 0 6 0 0 0 0 0 1 1 0 0 2 8 3:15AM 2 0 0 0 2 0 3 1 0 4 3 0 1 0 4 0 10 1 0 11 21 3:30 AM 1 0 0 0 1 0 3 1 0 4 2 0 1 0 3 0 11 1 0 12 20 3:45 AM 0 0 0 0 0 0 5 2 0 7 1 0 1 0 2 0 13 1 0 14 23 Hourly Total 3 0 0 0 3 1 15 5 0 21 6 0 3 0 9 1 35 3 0 39 72 4:00 AM 2 0 1 0 3 0 5 2 0 7 3 0 2 0 5 0 12 3 0 15 30 4:15 AM 1 0 0 0 1 0 5 0 0 5 4 0 1 0 5 0 22 2 0 24 35 4:30 AM 2 0 0 0 2 0 10 4 0 14 3 0 0 0 3 0 25 6 0 31 50 4:45 AM 2 0 0 0 2 3 13 1 1 18 7 0 6 0 13 0 39 12 0 51 84 Hourly Total 7 0 1 0 8 3 33 7 1 44 17 0 9 0 26 0 98 23 0 121 199 5:00 AM 2 0 0 0 2 0 19 4 0 23 5 0 5 0 10 0 47 6 0 53 88 5:15 AM 2 0 0 0 2 0 18 4 0 22 5 0 6 0 11 0 63 11 0 74 109 5:30 AM 3 0 0 0 3 1 29 5 1 36 16 0 3 0 19 1 76 26 0 103 161 5:45 AM 5 0 1 0 6 2 20 0 0 22 15 0 17 0 32 1 121 31 0 153 213 Hourly Total 12 0 1 0 13 3 86 13 1 103 41 0 31 0 72 2 307 74 0 383 571 6:00 AM 3 0 0 0 3 10 40 4 0 54 18 1 8 0 27 0 114 32 0 146 230 6:15 AM 0 0 0 0 0 27 55 3 1 86 32 1 23 0 56 0 211 33 1 245 387 6:30 AM 3 0 0 0 3 23 63 2 2 90 33 0 27 0 60 0 262 58 0 320 473 6:45 AM 3 0 0 0 3 40 81 10 0 131 58 4 36 0 98 2 259 84 0 345 577 Hourly Total 9 0 0 0 9 100 239 19 3 361 141 6 94 0 241 2 846 207 1 1056 1667 7:00 AM 3 0 0 0 3 13 101 3 4 121 62 0 25 0 87 1 360 82 1 444 655 7:15 AM 5 0 0 0 5 22 130 6 0 158 57 1 31 0 89 1 359 83 0 443 695 7:30 AM 1 0 0 0 1 22 171 2 0 195 76 0 45 0 121 1 495 109 1 606 923 7:45 AM 4 0 0 0 4 49 196 3 1 249 59 0 21 0 80 3 468 138 1 610 943 Hourly Total 13 0 0 0 13 106 598 14 5 723 254 1 122 0 377 6 1682 412 3 2103 3216 8:00 AM 2 1 2 0 5 45 176 4 2 227 93 1 51 0 145 0 439 149 1 589 966 8:15 AM 5 0 1 0 6 70 176 2 3 251 81 0 45 0 126 1 423 139 0 563 946 8:30 AM 4 0 1 0 5 40 161 4 1 206 80 0 61 0 141 0 346 85 2 433 785 8:45 AM 1 0 1 0 2 20 185 4 1 210 64 0 28 0 92 0 297 76 1 374 678 Hourly Total 12 1 5 0 18 175 698 14 7 894 318 1 185 0 504 1 1505 449 4 1959 3375 9:00 AM 4 1 1 0 6 29 194 2 1 226 48 0 16 0 64 0 199 56 1 256 552 9:15 AM 3 0 0 0 3 30 139 4 2 175 46 0 44 0 90 1 215 79 1 296 564 9:30 AM 2 0 0 0 2 30 152 3 2 187 50 0 25 0 75 0 228 64 0 292 556 9:45 AM 4 0 0 0 4 21 186 5 2 214 50 0 25 0 75 2 251 64 0 317 610 Hourly Total 13 1 1 0 15 110 671 14 7 802 194 0 110 0 304 3 893 263 2 1161 2282 10:00 AM 3 0 0 0 3 15 151 2 3 171 33 0 31 0 64 1 239 36 0 276 514 10:15 AM 9 0 0 0 9 20 167 3 1 191 40 0 28 0 68 0 209 50 1 260 528 10:30 AM 3 0 1 0 4 13 158 3 1 175 44 1 20 0 65 0 212 46 1 259 503 10:45 AM 1 0 0 0 1 20 194 2 3 219 43 0 28 0 71 1 216 35 0 252 543 Hourly Total 16 0 1 0 17 68 670 10 8 756 160 1 107 0 268 2 876 167 2 1047 2088 11:00 AM 7 0 1 0 8 36 171 4 0 211 36 2 16 0 54 0 201 61 0 262 535 11:15 AM 3 0 0 0 3 25 188 2 2 217 48 0 32 0 80 1 224 46 1 272 572 11:30 AM 3 2 1 0 6 26 192 2 0 220 43 2 22 0 67 0 206 46 5 257 550 11:45 AM 2 1 0 0 3 29 213 5 0 247 45 0 41 0 86 1 223 52 2 278 614 Hourly Total 15 3 2 0 20 116 764 13 2 895 172 4 111 0 287 2 854 205 8 1069 2271 12:00 PM 2 0 0 0 2 36 202 4 4 246 44 0 33 0 77 0 230 65 3 298 623 12:15 PM 4 1 0 0 5 33 200 7 2 242 51 1 22 0 74 0 225 67 1 293 614 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 12:30 PM 3 0 1 0 4 21 210 2 3 236 47 0 35 0 82 0 216 48 6 270 592 12:45 PM 6 0 1 0 7 32 211 1 1 245 65 3 27 0 95 0 233 62 3 298 645 Hourly Total 15 1 2 0 18 122 823 14 10 969 207 4 117 0 328 0 904 242 13 1159 2474 1:00 PM 3 0 0 0 3 36 193 2 0 231 47 0 42 0 89 3 196 47 3 249 572 1:15 PM 2 0 4 0 6 34 189 3 1 227 65 0 32 0 97 2 224 61 4 291 621 1:30 PM 0 0 0 0 0 33 198 3 1 235 68 0 25 0 93 0 219 48 2 269 597 1:45 PM 2 0 1 0 3 20 240 1 0 261 61 2 38 0 101 1 215 66 0 282 647 Hourly Total 7 0 5 0 12 123 820 9 2 954 241 2 137 0 380 6 854 222 9 1091 2437 2:00 PM 6 1 0 0 7 20 221 4 2 247 56 1 18 0 75 1 211 53 0 265 594 2:15 PM 2 0 0 0 2 31 255 3 3 292 63 0 37 0 100 1 201 59 0 261 655 2:30 PM 4 0 1 0 5 28 255 4 2 289 75 0 22 0 97 0 204 53 0 257 648 2:45 PM 4 3 1 0 8 43 265 3 1 312 87 0 19 0 106 0 156 60 3 219 645 Hourly Total 16 4 2 0 22 122 996 14 8 1140 281 1 96 0 378 2 772 225 3 1002 2542 3:00 PM 2 0 0 0 2 39 296 2 1 338 92 0 65 0 157 0 226 72 1 299 796 3:15 PM 4 0 0 0 4 38 349 3 1 391 83 0 34 0 117 0 237 79 1 317 829 3:30 PM 2 0 3 0 5 48 261 3 0 312 70 0 48 0 118 1 253 118 3 375 810 3:45 PM 6 4 1 0 11 54 323 1 2 380 80 1 30 0 111 0 254 73 0 327 829 Hourly Total 14 4 4 0 22 179 1229 9 4 1421 325 1 177 0 503 1 970 342 5 1318 3264 4:00 PM 3 1 0 0 4 51 417 2 1 471 91 0 52 0 143 0 223 76 2 301 919 4:15 PM 3 0 0 0 3 49 423 2 0 474 100 0 41 0 141 0 256 63 2 321 939 4:30 PM 4 1 0 0 5 38 413 4 2 457 106 0 51 0 157 0 235 67 2 304 923 4:45 PM 3 0 0 0 3 50 445 2 1 498 89 1 31 0 121 0 220 68 1 289 911 Hourly Total 13 2 0 0 15 188 1698 10 4 1900 386 1 175 0 562 0 934 274 7 1215 3692 5:00 PM 1 0 1 0 2 35 425 0 0 460 97 0 50 0 147 0 245 68 2 315 924 5:15 PM 1 0 2 0 3 60 505 0 0 565 77 0 34 0 111 0 240 98 0 338 1017 5:30 PM 1 1 2 0 4 44 444 1 0 489 87 0 30 0 117 1 262 85 1 349 959 5:45 PM 0 0 0 0 0 41 398 1 1 441 84 0 39 0 123 0 214 76 0 290 854 Hourly Total 3 1 5 0 9 180 1772 2 1 1955 345 0 153 0 498 1 961 327 3 1292 3754 6:00 PM 0 0 1 0 1 28 344 3 0 375 99 0 31 0 130 1 243 68 1 313 819 6:15 PM 1 0 2 0 3 36 369 2 1 408 68 0 36 0 104 0 202 66 2 270 785 6:30 PM 2 0 1 0 3 38 274 1 0 313 63 1 27 0 91 0 205 62 2 269 676 6:45 PM 3 0 0 0 3 38 240 0 0 278 47 0 36 0 83 0 188 65 2 255 619 Hourly Total 6 0 4 0 10 140 1227 6 1 1374 277 1 130 0 408 1 838 261 7 1107 2899 7:00 PM 1 2 1 0 4 39 222 3 0 264 38 0 24 0 62 1 159 41 3 204 534 7:15 PM 0 0 0 0 0 31 188 3 1 223 42 0 24 0 66 0 140 39 0 179 468 7:30 PM 0 0 4 0 4 39 188 4 2 233 50 0 18 0 68 0 147 34 1 182 487 7:45 PM 5 0 0 0 5 27 174 2 2 205 31 0 22 0 53 1 132 40 1 174 437 Hourly Total 6 2 5 0 13 136 772 12 5 925 161 0 88 0 249 2 578 154 5 739 1926 8:00 PM 1 0 0 0 1 23 147 1 0 171 37 0 23 0 60 1 135 41 0 177 409 8:15 PM 1 0 0 0 1 22 185 2 0 209 42 0 15 0 57 0 101 33 0 134 401 8:30 PM 2 0 0 0 2 28 145 2 1 176 37 0 12 0 49 1 97 37 0 135 362 8:45 PM 1 1 2 0 4 27 114 1 1 143 24 0 9 0 33 0 81 34 0 115 295 Hourly Total 5 1 2 0 8 100 591 6 2 699 140 0 59 0 199 2 414 145 0 561 1467 9:00 PM 1 0 0 0 1 22 124 0 1 147 23 0 9 0 32 1 54 30 0 85 265 9:15 PM 0 0 1 0 1 14 89 1 0 104 18 0 11 0 29 0 73 26 0 99 233 9:30 PM 1 0 0 0 1 21 78 3 0 102 15 0 5 0 20 0 46 21 0 67 190 9:45 PM 2 0 0 0 2 12 80 3 0 95 18 0 6 0 24 0 40 18 1 59 180 Hourly Total 4 0 1 0 5 69 371 7 1 448 74 0 31 0 105 1 213 95 1 310 868 10:00 PM 3 0 0 0 3 9 58 1 0 68 8 0 5 0 13 0 45 18 0 63 147 10:15 PM 1 0 0 0 1 16 48 0 0 64 10 0 7 0 17 0 27 13 0 40 122 10:30 PM 1 0 1 0 2 12 33 2 0 47 15 0 4 0 19 0 25 10 0 35 103 10:45 PM 0 0 0 0 0 13 35 2 0 50 11 0 8 0 19 0 18 6 0 24 93 Hourly Total 5 0 1 0 6 50 174 5 0 229 44 0 24 0 68 0 115 47 0 162 465 11:00 PM 2 0 0 0 2 13 37 1 0 51 16 0 3 0 19 0 26 18 0 44 116 11:15 PM 0 0 0 0 0 9 38 5 0 52 4 0 2 0 6 0 15 8 0 23 81 11:30 PM 4 1 0 0 5 7 26 0 0 33 6 0 2 0 8 0 14 2 1 17 63 11:45 PM 1 0 0 0 1 3 15 2 0 20 6 0 3 0 9 0 8 3 0 11 41 Hourly Total 7 1 0 0 8 32 116 8 0 156 32 0 10 0 42 0 63 31 1 95 301 Grand Total 216 21 43 0 280 2139 14458 225 75 16897 3859 23 1977 0 5859 35 14781 4187 74 19077 42113 Approach % 77.1 7.5 15.4 0.0 12.7 85.6 1.3 0.4 65.9 0.4 33.7 0.0 0.2 77.5 21.9 0.4 Total % 0.5 0.0 0.1 0.0 0.7 5.1 34.3 0.5 0.2 40.1 9.2 0.1 4.7 0.0 13.9 0.1 35.1 9.9 0.2 45.3 Lights 45 18 34 0 97 2105 14239 51 75 16470 3752 19 1937 0 5708 27 14517 4053 72 18669 40944 Lights 20.8 85.7 79.1 34.6 98.4 98.5 22.7 100.0 97.5 97.2 82.6 98.0 97.4 77.1 98.2 96.8 97.3 97.9 97.2 Mediums 4 1 1 0 6 30 157 3 0 190 103 3 36 0 142 0 186 127 2 315 653 Mediums 1.9 4.8 2.3 2.1 1.4 1.1 1.3 0.0 1.1 2.7 13.0 1.8 2.4 0.0 1.3 3.0 2.7 1.7 1.6 Articulated Trucks 167 2 8 0 177 4 62 171 0 237 4 1 4 0 9 8 78 7 0 93 516 Articulated Trucks 77.3 9.5 18.6 - 63.2 0.2 0.4 76.0 0.0 1.4 0.1 4.3 0.2 - 0.2 22.9 0.5 0.2 0.0 0.5 1.2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ MUSTANG DR -MUSTANG CT Site Code: Start Date: 08/25/2021 Page No: 3 MUSTANG CT IN] Out In Total 97 97 194 6 6 12 180 177 357 283 280 563 N 1 4 N r N O A M p N v W O O N` in n ro m rn 08/25/2021 12:00 AM Ending At eODo o' rn cq n r 0,1, 2021 12:00 AM r A w o m y Oni M M 0 N r c Lights Mediums W A A W 0 M n Articulated Trucks r o+ A — O C N O O N rl h t r1 34 18 45 0 1 1 4 0 8 2 167 0 43 21 216 0 R T L U U L T R 0 3752 19 1937 0 103 3 36 0 4 1 4 0 3859 23 1977 6176 5708 11884 158 142 300 13 9 22 6347 5859 12206 Out In Total MUSTANG DR [S] Turning Movement Data Plot DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: SH 26 @ 1120 W. Lovers Lane MUSTANG DR -MUSTANG CT Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 4 Turninq Movement Peak Hour Data (7:30 AM) Start Time Left MUSTANG CT Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left MUSTANG DR Northbound Thru Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Turn App. Total Int. Total 7:30 AM 1 0 0 0 1 22 171 2 0 195 76 0 45 0 121 1 495 109 1 606 923 7:45 AM 4 0 0 0 4 49 196 3 1 249 59 0 21 0 80 3 468 138 1 610 943 8:00 AM 2 1 2 0 5 45 176 4 2 227 93 1 51 0 145 0 439 149 1 589 966 8:15 AM 5 0 1 0 6 70 176 2 3 251 81 0 45 0 126 1 423 139 0 563 946 Total 12 1 3 0 16 186 719 11 6 922 309 1 162 0 472 5 1825 535 3 2368 3778 Approach % 75.0 6.3 18.8 0.0 20.2 78.0 1.2 0.7 65.5 0.2 34.3 0.0 0.2 77.1 22.6 0.1 Total % 0.3 0.0 0.1 0.0 0.4 4.9 19.0 0.3 0.2 24.4 8.2 0.0 4.3 0.0 12.5 0.1 48.3 14.2 0.1 62.7 PHF 0.600 0.250 0.375 0.000 0.667 0.664 0.917 0.688 0.500 0.918 0.831 0.250 0.794 0.000 0.814 0.417 0.922 0.898 0.750 0.970 0.978 Lights 2 1 2 0 5 182 692 2 6 882 302 1 156 0 459 3 1812 514 3 2332 3678 % Lights 16.7 100.0 66.7 31.3 97.8 96.2 18.2 100.0 95.7 97.7 100.0 96.3 97.2 60.0 99.3 96.1 100.0 98.5 97.4 Mediums 0 0 0 0 0 4 24 0 0 28 6 0 5 0 11 0 8 20 0 28 67 % Mediums 0.0 0.0 0.0 0.0 2.2 3.3 0.0 0.0 3.0 1.9 0.0 3.1 2.3 0.0 0.4 3.7 0.0 1.2 1.8 Articulated Trucks 10 0 1 0 11 0 3 9 0 12 1 0 1 0 2 2 5 1 0 8 33 % Articulated Trucks 83.3 0.0 33.3 - 68.8 0.0 0.4 81.8 0.0 1.3 0.3 0.0 0.6 - 0.4 40.0 0.3 0.2 0.0 0.3 0.9 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ MUSTANG DR -MUSTANG CT Site Code: Start Date: 08/25/2021 Page No: 5 MUSTANG CT IN] Out In Total 6 5 11 0 0 0 11 11 22 17 16 33 N 1 4 Lt ZZI�OON Peak Hour Data o„�o N M e M N M N N 08/25/2021 7:30 AM Ending At V) N N r m 08/25/2021 8:30 AM r g O A Oo m y ao c N m a O' rn M 1O o Lights Mediums N N o Articulated Trucks r rl h t rl 697 459 1156 24 11 35 1 2 3 722 472 1194 Out In Total MUSTANG DR [S] ©a©o aaao aomo ©amo 0000 U L T R 0 302 1 156 0 6 0 5 0 1 0 1 0 309 1 162 Turning Movement Peak Hour Data Plot (7:30 AM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: SH 26 @ 1120 W. Lovers Lane MUSTANG DR -MUSTANG CT Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 6 Turninq Movement Peak Hour Data (4:45 PM) Start Time Left MUSTANG CT Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left MUSTANG DR Northbound Thru Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Tum App, Total Int. Total 4:45 PM 3 0 0 0 3 50 445 2 1 498 89 1 31 0 121 0 220 68 1 289 911 5:00 PM 1 0 1 0 2 35 425 0 0 460 97 0 50 0 147 0 245 68 2 315 924 5:15 PM 1 0 2 0 3 60 505 0 0 565 77 0 34 0 111 0 240 98 0 338 1017 5:30 PM 1 1 2 0 4 44 444 1 0 489 87 0 30 0 117 1 262 85 1 349 959 Total 6 1 5 0 12 189 1819 3 1 2012 350 1 145 0 496 1 967 319 4 1291 3811 Approach % 50.0 8.3 41.7 0.0 9.4 90.4 0.1 0.0 70.6 0.2 29.2 0.0 0.1 74.9 24.7 0.3 Total % 0.2 0.0 0.1 0.0 0.3 5.0 47.7 0.1 0.0 52.8 9.2 0.0 3.8 0.0 13.0 0.0 25.4 8.4 0.1 33.9 PHF 0.500 0.250 0.625 0.000 0.750 0.788 0.900 0.375 0.250 0.890 0.902 0.250 0.725 0.000 0.844 0.250 0.923 0.814 0.500 0.925 0.937 Lights 2 1 4 0 7 189 1808 2 1 2000 350 1 145 0 496 1 950 311 4 1266 3769 % Lights 33.3 100.0 80.0 58.3 100.0 99.4 66.7 100.0 99.4 100.0 100.0 100.0 100.0 100.0 98.2 97.5 100.0 98.1 98.9 Mediums 0 0 0 0 0 0 9 0 0 9 0 0 0 0 0 0 15 8 0 23 32 % Mediums 0.0 0.0 0.0 0.0 0.0 0.5 0.0 0.0 0.4 0.0 0.0 0.0 0.0 0.0 1.6 2.5 0.0 1.8 0.8 Articulated Trucks 4 0 1 0 5 0 2 1 0 3 0 0 0 0 0 0 2 0 0 2 10 % Articulated Trucks 66.7 0.0 20.0 - 41.7 0.0 0.1 33.3 0.0 0.1 0.0 0.0 0.0 - 0.0 0.0 0.2 0.0 0.0 0.2 0.3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ MUSTANG DR -MUSTANG CT Site Code: Start Date: 08/25/2021 Page No: 7 MUSTANG CT IN] Out In Total 4 7 11 0 0 0 1 5 6 5 12 17 N 1 4 L-t Hour DataOfd „Peak H � O O J 1 N f0 08/25/2021 4:45 PM o ro N ro N N N N c Ending At o m N o N N e r OS/25/2021 5:45 PM r m o 0 0o m y r m co N N Lights Mediums j w w co a coo °y^ Articulated Trucks rl h t r1 501 496 997 8 0 8 0 0 0 509 496 1005 Out In Total MUSTANG DR [S] ea©o aaao a000 ©aoa� 0000 U L T R 0 350 1 145 0 0 0 0 0 0 0 0 0 350 1 145 Turning Movement Peak Hour Data Plot (4:45 PM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turnina Movement Data Count Name: SH 26 @ KIMBALL AVE Site Code: Start Date: 08/25/2021 Page No: 1 Start Time Left KIMBALL AVE Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left KIMBALL AVE Northbound Thru Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Turn App. Total Int. Total 12:00 AM 2 0 5 0 7 0 15 2 0 17 0 0 0 0 0 1 13 0 0 14 38 12:15 AM 1 1 0 0 2 0 10 2 0 12 0 0 0 0 0 2 13 0 0 15 29 12:30 AM 2 0 4 0 6 0 23 2 1 26 0 0 0 0 0 1 12 0 0 13 45 12:45 AM 1 0 1 0 2 1 6 3 1 11 0 0 0 0 0 1 5 0 0 6 19 Hourly Total 6 1 10 0 17 1 54 9 2 66 0 0 0 0 0 5 43 0 0 48 131 1:00 AM 1 1 1 0 3 0 7 5 1 13 0 0 0 0 0 1 7 0 0 8 24 1:15 AM 2 0 1 0 3 0 14 0 0 14 0 0 0 0 0 0 6 0 0 6 23 1:30 AM 0 0 0 0 0 0 11 2 0 13 0 0 0 0 0 0 5 0 0 5 18 1:45 AM 0 0 1 0 1 0 4 2 0 6 0 0 0 0 0 0 5 0 0 5 12 Hourly Total 3 1 3 0 7 0 36 9 1 46 0 0 0 0 0 1 23 0 0 24 77 2:00 AM 0 0 0 0 0 0 8 0 0 8 0 0 0 0 0 1 11 0 0 12 20 2:15AM 0 0 0 0 0 0 10 2 0 12 0 0 0 0 0 3 6 0 0 9 21 2:30 AM 0 0 0 0 0 1 2 3 1 7 0 0 0 0 0 0 9 0 0 9 16 2:45 AM 0 0 0 0 0 0 7 0 0 7 0 0 0 0 0 0 6 0 0 6 13 Hourly Total 0 0 0 0 0 1 27 5 1 34 0 0 0 0 0 4 32 0 0 36 70 3:00 AM 0 0 2 0 2 0 5 0 0 5 0 0 1 0 1 1 1 0 0 2 10 3:15AM 3 0 1 0 4 0 3 1 0 4 0 0 0 0 0 1 12 0 0 13 21 3:30 AM 2 0 0 0 2 0 3 1 0 4 0 0 0 0 0 2 14 0 0 16 22 3:45 AM 0 0 1 0 1 0 6 2 0 8 0 0 0 0 0 2 12 0 0 14 23 Hourly Total 5 0 4 0 9 0 17 4 0 21 0 0 1 0 1 6 39 0 0 45 76 4:00 AM 3 0 0 0 3 0 8 2 0 10 0 0 0 0 0 2 13 0 0 15 28 4:15 AM 3 0 0 0 3 1 7 4 0 12 0 1 0 0 1 2 24 0 0 26 42 4:30 AM 2 0 2 0 4 0 12 8 0 20 0 0 0 0 0 3 27 0 0 30 54 4:45 AM 2 0 0 0 2 0 20 9 0 29 0 0 0 0 0 16 35 0 0 51 82 Hourly Total 10 0 2 0 12 1 47 23 0 71 0 1 0 0 1 23 99 0 0 122 206 5:00 AM 4 0 4 0 8 0 19 5 0 24 0 0 0 0 0 12 49 0 0 61 93 5:15 AM 5 0 2 0 7 1 25 13 1 40 0 0 0 0 0 12 61 0 0 73 120 5:30 AM 15 0 6 0 21 0 33 23 0 56 0 0 0 0 0 26 67 0 0 93 170 5:45 AM 18 0 2 0 20 2 23 45 0 70 0 0 2 0 2 34 129 1 0 164 256 Hourly Total 42 0 14 0 56 3 100 86 1 190 0 0 2 0 2 84 306 1 0 391 639 6:00 AM 18 0 10 0 28 0 52 24 1 77 0 0 0 0 0 11 120 0 1 132 237 6:15 AM 31 4 9 0 44 3 87 36 1 127 0 0 0 0 0 25 201 0 0 226 397 6:30 AM 34 1 16 0 51 1 101 35 0 137 1 0 0 0 1 25 241 0 0 266 455 6:45 AM 33 4 14 0 51 1 123 85 1 210 2 2 0 0 4 28 247 5 0 280 545 Hourly Total 116 9 49 0 174 5 363 180 3 551 3 2 0 0 5 89 809 5 1 904 1634 7:00 AM 42 2 10 0 54 2 123 71 0 196 1 1 1 0 3 31 356 0 0 387 640 7:15 AM 58 6 15 0 79 5 154 72 0 231 2 2 1 0 5 42 400 2 1 445 760 7:30 AM 76 4 17 0 97 4 205 69 0 278 3 1 0 0 4 53 472 8 1 534 913 7:45 AM 72 9 25 0 106 9 247 103 3 362 0 6 3 0 9 50 497 10 0 557 1034 Hourly Total 248 21 67 0 336 20 729 315 3 1067 6 10 5 0 21 176 1725 20 2 1923 3347 8:00 AM 113 9 33 0 155 7 195 95 1 298 1 8 1 0 10 76 449 12 0 537 1000 8:15 AM 75 5 31 0 111 7 217 87 1 312 3 4 1 0 8 60 379 8 1 448 879 8:30 AM 64 3 22 0 89 7 179 85 4 275 3 5 3 0 11 63 397 7 0 467 842 8:45 AM 76 5 30 0 111 14 186 115 2 317 7 12 4 0 23 58 276 11 0 345 796 Hourly Total 328 22 116 0 466 35 777 382 8 1202 14 29 9 0 52 257 1501 38 1 1797 3517 9:00 AM 70 2 31 0 103 5 174 63 2 244 7 4 7 0 18 36 217 0 3 256 621 9:15 AM 55 4 24 0 83 8 156 90 0 254 3 4 4 0 11 38 232 11 0 281 629 9:30 AM 57 4 28 0 89 4 176 63 1 244 7 1 7 0 15 35 253 7 0 295 643 9:45 AM 55 7 26 0 88 3 180 68 1 252 4 2 9 0 15 42 263 8 0 313 668 Hourly Total 237 17 109 0 363 20 686 284 4 994 21 11 27 0 59 151 965 26 3 1145 2561 10:00 AM 59 4 33 0 96 5 142 62 2 211 8 1 6 0 15 44 219 9 0 272 594 10:15 AM 46 5 29 0 80 5 151 54 0 210 9 7 5 0 21 41 222 5 1 269 580 10:30 AM 58 6 32 0 96 0 155 65 1 221 8 2 5 0 15 44 219 3 2 268 600 10:45 AM 48 8 34 0 90 7 177 68 0 252 6 6 5 0 17 53 224 4 1 282 641 Hourly Total 211 23 128 0 362 17 625 249 3 894 31 16 21 0 68 182 884 21 4 1091 2415 11:00 AM 77 3 44 0 124 6 188 66 0 260 3 2 4 0 9 35 185 10 3 233 626 11:15 AM 64 2 32 0 98 4 164 77 1 246 6 5 5 0 16 49 241 6 1 297 657 11:30 AM 68 5 48 0 121 5 182 74 0 261 4 6 3 0 13 47 197 3 3 250 645 11:45 AM 54 5 48 0 107 3 184 80 3 270 11 4 10 0 25 47 222 6 2 277 679 Hourly Total 263 15 172 0 450 18 718 297 4 1037 24 17 22 0 63 178 845 25 9 1057 2607 12:00 PM 65 1 62 0 128 6 183 85 1 275 9 5 9 0 23 67 210 4 0 281 707 12:15 PM 47 2 44 0 93 10 182 79 3 274 9 9 8 0 26 49 239 1 0 289 682 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 12:30 PM 62 3 55 0 120 6 197 77 1 281 1 5 4 0 10 37 215 2 2 256 667 12:45 PM 62 3 56 0 121 6 193 87 2 288 1 3 5 0 9 54 230 2 0 286 704 Hourly Total 236 9 217 0 462 28 755 328 7 1118 20 22 26 0 68 207 894 9 2 1112 2760 1:00 PM 77 3 53 0 133 10 184 71 1 266 7 2 7 0 16 51 201 5 2 259 674 1:15 PM 50 4 54 0 108 6 187 72 1 266 1 8 6 0 15 51 234 4 1 290 679 1:30 PM 59 6 49 0 114 12 215 95 4 326 0 1 4 0 5 40 216 4 0 260 705 1:45 PM 56 5 46 0 107 10 204 83 0 297 7 5 8 0 20 61 194 6 1 262 686 Hourly Total 242 18 202 0 462 38 790 321 6 1155 15 16 25 0 56 203 845 19 4 1071 2744 2:00 PM 63 5 51 0 119 5 227 66 1 299 6 5 4 0 15 47 213 6 1 267 700 2:15 PM 47 3 43 0 93 11 229 68 2 310 9 3 7 0 19 45 201 8 1 255 677 2:30 PM 54 3 59 0 116 5 256 68 0 329 4 5 3 0 12 32 212 4 2 250 707 2:45 PM 49 4 54 0 107 5 257 63 3 328 4 5 5 0 14 28 190 7 0 225 674 Hourly Total 213 15 207 0 435 26 969 265 6 1266 23 18 19 0 60 152 816 25 4 997 2758 3:00 PM 56 4 55 0 115 4 302 81 2 389 3 0 8 0 11 40 259 4 1 304 819 3:15 PM 59 3 41 0 103 5 333 66 1 405 5 10 2 0 17 37 266 10 0 313 838 3:30 PM 70 5 61 0 136 5 307 75 0 387 0 2 3 0 5 41 262 3 2 308 836 3:45 PM 52 2 46 0 100 9 351 95 0 455 2 14 1 0 17 26 284 16 3 329 901 Hourly Total 237 14 203 0 454 23 1293 317 3 1636 10 26 14 0 50 144 1071 33 6 1254 3394 4:00 PM 99 8 91 0 198 5 376 72 1 454 4 11 3 0 18 46 259 10 1 316 986 4:15 PM 49 1 58 0 108 10 387 82 0 479 9 20 7 0 36 22 311 16 2 351 974 4:30 PM 91 4 92 0 187 5 410 82 3 500 14 21 5 0 40 55 287 14 1 357 1084 4:45 PM 67 4 64 0 135 3 415 100 0 518 9 16 4 0 29 36 267 13 2 318 1000 Hourly Total 306 17 305 0 628 23 1588 336 4 1951 36 68 19 0 123 159 1124 53 6 1342 4044 5:00 PM 101 3 88 0 192 2 403 81 0 486 12 14 9 0 35 47 286 4 0 337 1050 5:15 PM 72 5 70 0 147 6 471 78 2 557 6 18 9 0 33 24 264 5 0 293 1030 5:30 PM 97 7 86 0 190 2 442 79 1 524 4 16 6 0 26 48 308 7 0 363 1103 5:45 PM 68 3 62 0 133 12 366 91 1 470 5 15 8 0 28 34 223 11 1 269 900 Hourly Total 338 18 306 0 662 22 1682 329 4 2037 27 63 32 0 122 153 1081 27 1 1262 4083 6:00 PM 74 1 72 1 148 7 361 99 1 468 6 5 5 0 16 52 284 2 3 341 973 6:15 PM 38 3 65 0 106 8 335 73 0 416 7 5 7 1 20 40 219 5 1 265 807 6:30 PM 55 3 48 1 107 8 280 84 2 374 2 3 5 0 10 54 204 3 3 264 755 6:45 PM 42 2 48 0 92 5 228 62 0 295 3 5 8 0 16 54 210 2 0 266 669 Hourly Total 209 9 233 2 453 28 1204 318 3 1553 18 18 25 1 62 200 917 12 7 1136 3204 7:00 PM 48 1 64 0 113 4 208 42 1 255 3 3 3 0 9 27 185 1 0 213 590 7:15 PM 43 3 49 0 95 11 172 45 2 230 2 2 0 0 4 37 138 0 2 177 506 7:30 PM 67 0 45 0 112 5 200 48 1 254 6 0 2 0 8 37 130 0 3 170 544 7:45 PM 21 0 50 0 71 6 154 56 0 216 1 1 1 0 3 31 148 0 3 182 472 Hourly Total 179 4 208 0 391 26 734 191 4 955 12 6 6 0 24 132 601 1 8 742 2112 8:00 PM 28 1 49 0 78 3 148 29 0 180 1 1 2 0 4 37 114 3 1 155 417 8:15 PM 23 2 43 0 68 4 149 33 1 187 4 0 2 0 6 29 125 1 7 162 423 8:30 PM 34 5 43 0 82 4 131 39 1 175 1 0 0 0 1 22 127 1 3 153 411 8:45 PM 24 2 29 0 55 2 124 30 1 157 1 0 3 0 4 15 97 0 1 113 329 Hourly Total 109 10 164 0 283 13 552 131 3 699 7 1 7 0 15 103 463 5 12 583 1580 9:00 PM 10 1 28 0 39 3 119 32 3 157 0 0 1 0 1 13 73 0 1 87 284 9:15 PM 10 2 12 0 24 2 92 25 0 119 0 0 0 0 0 12 78 0 1 91 234 9:30 PM 23 3 23 0 49 3 87 30 2 122 0 0 1 0 1 5 68 1 0 74 246 9:45 PM 52 4 19 0 75 3 74 25 0 102 0 0 0 0 0 6 46 0 0 52 229 Hourly Total 95 10 82 0 187 11 372 112 5 500 0 0 2 0 2 36 265 1 2 304 993 10:00 PM 3 3 8 0 14 1 62 23 0 86 0 0 0 0 0 6 54 0 0 60 160 10:15 PM 6 0 10 0 16 2 60 21 0 83 0 1 0 0 1 5 37 0 0 42 142 10:30 PM 9 0 7 0 16 2 39 12 1 54 0 0 0 0 0 2 28 0 1 31 101 10:45 PM 4 2 7 0 13 1 49 12 0 62 0 1 0 0 1 2 25 0 0 27 103 Hourly Total 22 5 32 0 59 6 210 68 1 285 0 2 0 0 2 15 144 0 1 160 506 11:00 PM 3 1 8 0 12 0 38 6 0 44 0 0 0 0 0 0 29 0 1 30 86 11:15 PM 5 1 4 0 10 0 49 6 1 56 0 0 0 0 0 2 22 0 0 24 90 11:30 PM 1 0 3 0 4 1 27 6 0 34 1 0 0 0 1 2 21 1 0 24 63 11:45 PM 2 0 2 0 4 0 21 3 0 24 0 0 0 0 0 2 10 0 0 12 40 Hourly Total 11 2 17 0 30 1 135 21 1 158 1 0 0 0 1 6 82 1 1 90 279 Grand Total 3666 240 2850 2 6758 366 14463 4580 77 19486 268 326 262 1 857 2666 15574 322 74 18636 45737 Approach % 54.2 3.6 42.2 0.0 1.9 74.2 23.5 0.4 31.3 38.0 30.6 0.1 14.3 83.6 1.7 0.4 Total % 8.0 0.5 6.2 0.0 14.8 0.8 31.6 10.0 0.2 42.6 0.6 0.7 0.6 0.0 1.9 5.8 34.1 0.7 0.2 40.7 Lights 3543 240 2818 2 6603 360 14054 4394 75 18883 264 324 259 1 848 2629 15096 320 74 18119 44453 Lights 96.6 100.0 98.9 100.0 97.7 98.4 97.2 95.9 97.4 96.9 98.5 99.4 98.9 100.0 98.9 98.6 96.9 99.4 100.0 97.2 97.2 Mediums 80 0 24 0 104 5 177 136 0 318 4 2 3 0 9 27 233 2 0 262 693 Mediums 2.2 0.0 0.8 0.0 1.5 1.4 1.2 3.0 0.0 1.6 1.5 0.6 1.1 0.0 1.1 1.0 1.5 0.6 0.0 1.4 1.5 Articulated Trucks 43 0 8 0 51 1 232 50 2 285 0 0 0 0 0 10 245 0 0 255 591 Articulated Trucks 1.2 0.0 0.3 0.0 0.8 0.3 1.6 1.1 2.6 1.5 0.0 0.0 0.0 0.0 0.0 0.4 1.6 0.0 0.0 1.4 1.3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ KIMBALL AVE Site Code: Start Date: 08/25/2021 Page No: 3 A A M T N N f0 O 0 N J N N M N N 08/25/2021 12:00 AM W A 0 N` ro ntOi N m Ending At o M v H r 08/26/2021 12:00 AM y N N N N c OI O O N ' Lights N T J N O 7 �O O' N N' Mediums m° A Er Articulated Trucks N rn 1r, rl h t r1 921 848 1769 7 9 16 1 0 1 929 857 1786 Out In Total KIMBALL AVE [S] KIMBALL AVE [N] Out In Total 7349 6603 13952 165 104 269 60 51 111 7574 6758 14332 2818 240 3543 2 24 0 80 0 8 0 43 0 2850 240 3666 2 R T L U U L T R 1 264 324 259 0 4 2 3 0 0 0 0 1 268 326 262 Turning Movement Data Plot DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turninq Movement Peak Hour Data (7:30 AM) Count Name: SH 26 @ KIMBALL AVE Site Code: Start Date: 08/25/2021 Page No: 4 Start Time Left KIMBALL AVE Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left KIMBALL AVE Northbound Thru Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Turn App. Total Int. Total 7:30 AM 76 4 17 0 97 4 205 69 0 278 3 1 0 0 4 53 472 8 1 534 913 7:45 AM 72 9 25 0 106 9 247 103 3 362 0 6 3 0 9 50 497 10 0 557 1034 8:00 AM 113 9 33 0 155 7 195 95 1 298 1 8 1 0 10 76 449 12 0 537 1000 8:15 AM 75 5 31 0 111 7 217 87 1 312 3 4 1 0 8 60 379 8 1 448 879 Total 336 27 106 0 469 27 864 354 5 1250 7 19 5 0 31 239 1797 38 2 2076 3826 Approach % 71.6 5.8 22.6 0.0 2.2 69.1 28.3 0.4 22.6 61.3 16.1 0.0 11.5 86.6 1.8 0.1 Total % 8.8 0.7 2.8 0.0 12.3 0.7 22.6 9.3 0.1 32.7 0.2 0.5 0.1 0.0 0.8 6.2 47.0 1.0 0.1 54.3 PHF 0.743 0.750 0.803 0.000 0.756 0.750 0.874 0.859 0.417 0.863 0.583 0.594 0.417 0.000 0.775 0.786 0.904 0.792 0.500 0.932 0.925 Lights 323 27 101 0 451 27 829 343 4 1203 7 18 4 0 29 238 1766 38 2 2044 3727 % Lights 96.1 100.0 95.3 96.2 100.0 95.9 96.9 80.0 96.2 100.0 94.7 80.0 93.5 99.6 98.3 100.0 100.0 98.5 97.4 Mediums 9 0 5 0 14 0 23 8 0 31 0 1 1 0 2 1 15 0 0 16 63 % Mediums 2.7 0.0 4.7 3.0 0.0 2.7 2.3 0.0 2.5 0.0 5.3 20.0 6.5 0.4 0.8 0.0 0.0 0.8 1.6 Articulated Trucks 4 0 0 0 4 0 12 3 1 16 0 0 0 0 0 0 16 0 0 16 36 Articulated Trucks 1.2 0.0 0.0 - 0.9 0.0 1.4 0.8 20.0 1.3 0.0 0.0 0.0 - 0.0 0.0 0.9 0.0 0.0 0.8 0.9 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ KIMBALL AVE Site Code: Start Date: 08/25/2021 Page No: 5 N 1 4 � t W "0 0"M Peak Hour Data pA NNO 0 H N V N M S W N 3 NO N J 1 A N W U1 m N v m m n o o 08/25/2021 7:30 AM Ending At n> w w N m o W ro m r r � 08/25/2021 8:30 AM J V r m y rn a Lights w w O' m N; Mediums Articulated Trucks r rl h t r1 92 29 121 0 2 2 0 0 0 92 31 123 Out In Total KIMBALL AVE [S] KIMBALL AVE [N] Out In Total 599 451 1050 10 14 24 3 4 7 612 469 1081 101 27 323 0 5 0 9 0 0 0 4 0 106 27 336 0 R T L U oaoo oomo aaaa 0000 aam© Turning Movement Peak Hour Data Plot (7:30 AM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Turninq Movement Peak Hour Data (4:45 PM) Count Name: SH 26 @ KIMBALL AVE Site Code: Start Date: 08/25/2021 Page No: 6 Start Time Left KIMBALL AVE Southbound Thru Right U-Turn App. Total Lek Thru SH 26 Westbound Right U-Turn App. Total Left KIMBALL AVE Northbound Thru Right U-Turn App. Total Left Thru SH 26 Eastbound Right U-Tum App, Total Int. Total 4:45 PM 67 4 64 0 135 3 415 100 0 518 9 16 4 0 29 36 267 13 2 318 1000 5:00 PM 101 3 88 0 192 2 403 81 0 486 12 14 9 0 35 47 286 4 0 337 1050 5:15 PM 72 5 70 0 147 6 471 78 2 557 6 18 9 0 33 24 264 5 0 293 1030 5:30 PM 97 7 86 0 190 2 442 79 1 524 4 16 6 0 26 48 308 7 0 363 1103 Total 337 19 308 0 664 13 1731 338 3 2085 31 64 28 0 123 155 1125 29 2 1311 4183 Approach % 50.8 2.9 46.4 0.0 0.6 83.0 16.2 0.1 25.2 52.0 22.8 0.0 11.8 85.8 2.2 0.2 Total % 8.1 0.5 7.4 0.0 15.9 0.3 41.4 8.1 0.1 49.8 0.7 1.5 0.7 0.0 2.9 3.7 26.9 0.7 0.0 31.3 PHF 0.834 0.679 0.875 0.000 0.865 0.542 0.919 0.845 0.375 0.936 0.646 0.889 0.778 0.000 0.879 0.807 0.913 0.558 0.250 0.903 0.948 Lights 325 19 307 0 651 13 1719 330 3 2065 31 64 28 0 123 153 1104 29 2 1288 4127 % Lights 96.4 100.0 99.7 98.0 100.0 99.3 97.6 100.0 99.0 100.0 100.0 100.0 100.0 98.7 98.1 100.0 100.0 98.2 98.7 Mediums 9 0 1 0 10 0 8 4 0 12 0 0 0 0 0 2 14 0 0 16 38 % Mediums 2.7 0.0 0.3 1.5 0.0 0.5 1.2 0.0 0.6 0.0 0.0 0.0 0.0 1.3 1.2 0.0 0.0 1.2 0.9 Articulated Trucks 3 0 0 0 3 0 4 4 0 8 0 0 0 0 0 0 7 0 0 7 18 % Articulated Trucks 0.9 0.0 0.0 - 0.5 0.0 0.2 1.2 0.0 0.4 0.0 0.0 0.0 - 0.0 0.0 0.6 0.0 0.0 0.5 0.4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: SH 26 @ KIMBALL AVE Site Code: Start Date: 08/25/2021 Page No: 7 KIMBALL AVE [N] Out In Total 547 651 1198 6 10 16 4 3 7 557 664 1221 307 19 325 0 1 0 9 0 0 0 3 0 308 19 337 0 R T L U U L T R 0 31 64 28 0 0 0 0 0 0 0 0 0 31 64 28 Turning Movement Peak Hour Data Plot (4:45 PM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: BRUMLOW AVE 1120 W. Lovers Lane @ WARWICK WAY -HART ST Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 1 Turnina Movement Data Start Time Left BRUMLOW AVE Southbound Thru Right U-Turn App. Total Lek Thru HART ST Westbound Right U-Turn App. Total Left BRUMLOW AVE Northbound Thru Right U-Turn App. Total Left WARWICK WAY Eastbound Thru Right U-Turn App. Total Int. Total 12:00 AM 0 2 0 0 2 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 3 12:15AM 1 2 0 0 3 0 0 1 0 1 0 1 0 0 1 0 0 0 0 0 5 12:30 AM 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3 12:45 AM 0 1 0 0 1 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 2 Hourly Total 1 6 0 0 7 0 0 2 0 2 0 4 0 0 4 0 0 0 0 0 13 1:00 AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1:15AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 1:30 AM 0 2 0 0 2 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 3 1:45 AM 0 0 0 0 0 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 2 Hourly Total 0 3 0 0 3 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 7 2:00 AM 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3 2:15AM 0 1 0 0 1 0 0 1 0 1 0 0 0 0 0 0 0 0 0 0 2 2:30 AM 0 2 0 0 2 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 Hourly Total 0 4 0 0 4 0 0 1 0 1 0 3 0 0 3 0 0 0 0 0 8 3:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 3:15AM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 3:30 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 3:45 AM 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 Hourly Total 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 3 4:00 AM 0 0 0 0 0 0 0 0 0 0 0 2 1 0 3 0 0 0 0 0 3 4:15AM 0 3 0 0 3 0 0 0 0 0 0 2 0 0 2 0 0 0 0 0 5 4:30 AM 0 7 0 0 7 0 0 0 0 0 0 4 3 0 7 1 0 0 0 1 15 4:45 AM 2 5 0 0 7 1 0 0 0 1 0 6 1 0 7 0 0 0 0 0 15 Hourly Total 2 15 0 0 17 1 0 0 0 1 0 14 5 0 19 1 0 0 0 1 38 5:00 AM 0 12 0 0 12 0 0 0 0 0 0 10 0 0 10 0 0 0 0 0 22 5:15 AM 4 7 1 0 12 2 0 0 0 2 1 5 4 0 10 2 1 0 0 3 27 5:30 AM 3 14 1 0 18 0 0 0 0 0 2 14 4 0 20 0 0 0 0 0 38 5:45 AM 0 15 0 0 15 1 0 1 0 2 2 26 4 0 32 1 0 0 0 1 50 Hourly Total 7 48 2 0 57 3 0 1 0 4 5 55 12 0 72 3 1 0 0 4 137 6:00 AM 0 17 0 0 17 3 0 1 0 4 0 14 2 0 16 5 0 0 0 5 42 6:15 AM 4 23 2 0 29 0 0 1 0 1 1 24 0 0 25 2 0 0 0 2 57 6:30 AM 4 45 2 0 51 1 0 0 0 1 0 40 1 0 41 1 0 0 0 1 94 6:45 AM 1 48 2 0 51 5 0 4 0 9 3 56 3 0 62 0 0 3 0 3 125 Hourly Total 9 133 6 0 148 9 0 6 0 15 4 134 6 0 144 8 0 3 0 11 318 7:00 AM 1 57 3 0 61 0 0 4 0 4 2 66 2 0 70 1 0 5 0 6 141 7:15 AM 2 73 1 0 76 1 0 0 0 1 7 75 4 0 86 7 0 9 0 16 179 7:30 AM 4 82 4 0 90 2 0 2 0 4 1 100 7 0 108 5 0 13 0 18 220 7:45 AM 8 85 10 0 103 0 0 4 0 4 6 129 13 0 148 13 1 6 0 20 275 Hourly Total 15 297 18 0 330 3 0 10 0 13 16 370 26 0 412 26 1 33 0 60 815 8:00 AM 3 98 10 0 111 0 0 1 0 1 6 138 3 0 147 17 0 12 0 29 288 8:15 AM 5 99 15 0 119 0 0 1 0 1 10 147 3 0 160 4 1 5 0 10 290 8:30 AM 0 86 9 0 95 1 0 3 0 4 6 134 7 0 147 4 0 3 0 7 253 8:45 AM 7 105 2 0 114 1 1 2 0 4 5 139 4 0 148 5 0 6 0 11 277 Hourly Total 15 388 36 0 439 2 1 7 0 10 27 558 17 0 602 30 1 26 0 57 1108 9:00 AM 4 75 4 0 83 1 2 4 0 7 4 111 4 0 119 0 0 4 0 4 213 9:15 AM 5 98 1 0 104 3 0 2 0 5 6 104 3 0 113 2 0 2 0 4 226 9:30 AM 4 87 6 0 97 1 0 1 0 2 2 133 2 0 137 3 0 5 0 8 244 9:45 AM 5 122 3 0 130 1 0 1 0 2 5 117 3 0 125 6 1 5 0 12 269 Hourly Total 18 382 14 0 414 6 2 8 0 16 17 465 12 0 494 11 1 16 0 28 952 10:00 AM 1 80 7 0 88 0 1 1 0 2 5 88 5 0 98 1 0 4 0 5 193 10:15 AM 5 97 1 0 103 4 0 5 0 9 3 103 1 0 107 3 0 4 0 7 226 10:30 AM 4 111 2 0 117 1 0 6 0 7 7 100 1 0 108 1 0 4 0 5 237 10:45 AM 1 102 1 0 104 1 1 5 0 7 9 112 1 0 122 1 0 7 0 8 241 Hourly Total 11 390 11 0 412 6 2 17 0 25 24 403 8 0 435 6 0 19 0 25 897 11:00 AM 3 94 6 0 103 1 0 3 0 4 4 113 2 0 119 2 0 5 0 7 233 11:15 AM 4 112 3 0 119 0 0 7 0 7 6 120 2 0 128 4 0 5 0 9 263 11:30 AM 2 96 2 0 100 0 0 7 0 7 8 125 1 0 134 6 0 5 0 11 252 11:45 AM 2 128 4 0 134 3 0 4 0 7 6 111 3 0 120 5 0 6 0 11 272 Hourly Total 11 430 15 0 456 4 0 21 0 25 24 469 8 0 501 17 0 21 0 38 1020 12:00 PM 2 127 5 0 134 4 0 3 0 7 9 115 5 0 129 4 0 11 0 15 285 12:15 PM 2 90 2 0 94 2 1 2 0 5 8 136 0 0 144 6 0 4 0 10 253 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 12:30 PM 7 109 1 0 117 1 0 3 0 4 10 115 0 0 125 2 0 8 0 10 256 12:45 PM 5 141 4 0 150 2 0 5 0 7 6 133 0 0 139 3 0 5 0 8 304 Hourly Total 16 467 12 0 495 9 1 13 0 23 33 499 5 0 537 15 0 28 0 43 1098 1:00 PM 2 117 2 0 121 1 0 4 0 5 5 123 3 0 131 2 0 2 0 4 261 1:15 PM 5 119 10 0 134 0 0 6 0 6 11 121 6 0 138 6 0 5 0 11 289 1:30 PM 2 135 6 0 143 3 0 0 0 3 9 98 1 0 108 3 0 4 0 7 261 1:45 PM 2 103 5 0 110 1 0 3 0 4 5 122 2 0 129 3 0 2 0 5 248 Hourly Total 11 474 23 0 508 5 0 13 0 18 30 464 12 0 506 14 0 13 0 27 1059 2:00 PM 0 112 8 0 120 2 1 1 0 4 8 101 2 0 111 2 0 3 0 5 240 2:15 PM 2 118 4 0 124 0 0 5 0 5 6 112 1 0 119 1 0 5 0 6 254 2:30 PM 1 131 7 0 139 1 0 4 0 5 8 101 1 0 110 3 0 5 0 8 262 2:45 PM 2 131 5 0 138 2 0 3 0 5 5 113 1 0 119 5 0 6 0 11 273 Hourly Total 5 492 24 0 521 5 1 13 0 19 27 427 5 0 459 11 0 19 0 30 1029 3:00 PM 2 120 5 0 127 1 0 2 0 3 6 96 2 0 104 4 0 4 0 8 242 3:15 PM 0 137 2 0 139 2 0 1 0 3 9 102 2 0 113 3 0 5 0 8 263 3:30 PM 3 115 9 0 127 1 0 2 0 3 9 127 0 0 136 5 0 4 0 9 275 3:45 PM 4 130 5 0 139 0 0 2 0 2 15 142 2 0 159 9 0 2 0 11 311 Hourly Total 9 502 21 0 532 4 0 7 0 11 39 467 6 0 512 21 0 15 0 36 1091 4:00 PM 2 150 11 0 163 2 0 4 0 6 12 122 4 0 138 3 0 4 0 7 314 4:15 PM 4 153 3 0 160 2 0 3 0 5 10 127 3 0 140 3 0 3 0 6 311 4:30 PM 2 142 12 0 156 1 0 4 0 5 8 148 4 0 160 4 0 3 0 7 328 4:45 PM 7 150 10 0 167 3 0 2 0 5 7 134 5 0 146 9 0 7 0 16 334 Hourly Total 15 595 36 0 646 8 0 13 0 21 37 531 16 0 584 19 0 17 0 36 1287 5:00 PM 3 161 8 0 172 6 0 11 0 17 7 129 5 0 141 2 0 5 0 7 337 5:15 PM 10 170 8 0 188 4 0 8 0 12 9 150 4 0 163 7 0 6 0 13 376 5:30 PM 4 184 10 0 198 5 0 5 0 10 9 138 2 0 149 5 0 3 0 8 365 5:45 PM 1 151 8 0 160 5 0 6 0 11 6 128 1 0 135 15 0 4 0 19 325 Hourly Total 18 666 34 0 718 20 0 30 0 50 31 545 12 0 588 29 0 18 0 47 1403 6:00 PM 3 143 10 0 156 8 0 5 0 13 9 131 2 0 142 3 0 7 0 10 321 6:15 PM 5 127 8 0 140 1 0 5 0 6 7 131 4 0 142 7 0 4 0 11 299 6:30 PM 4 129 10 0 143 8 2 9 0 19 3 101 3 0 107 6 0 7 0 13 282 6:45 PM 3 119 3 0 125 4 0 9 0 13 7 94 0 0 101 6 0 5 0 11 250 Hourly Total 15 518 31 0 564 21 2 28 0 51 26 457 9 0 492 22 0 23 0 45 1152 7:00 PM 0 105 4 0 109 1 0 6 0 7 8 89 0 0 97 4 0 3 0 7 220 7:15 PM 2 105 8 0 115 0 0 3 0 3 8 79 1 0 88 6 0 5 0 11 217 7:30 PM 2 87 7 0 96 2 0 2 0 4 9 71 0 0 80 1 0 0 0 1 181 7:45 PM 1 82 11 0 94 1 1 0 0 2 6 69 0 0 75 5 1 7 0 13 184 Hourly Total 5 379 30 0 414 4 1 11 0 16 31 308 1 0 340 16 1 15 0 32 802 8:00 PM 0 87 13 0 100 0 0 2 0 2 5 54 0 0 59 0 0 5 0 5 166 8:15 PM 0 87 8 0 95 5 0 5 0 10 13 65 0 0 78 2 0 2 0 4 187 8:30 PM 0 63 6 0 69 2 0 1 0 3 4 58 0 0 62 3 0 0 0 3 137 8:45 PM 0 47 5 0 52 0 0 0 0 0 2 36 0 0 38 0 0 1 0 1 91 Hourly Total 0 284 32 0 316 7 0 8 0 15 24 213 0 0 237 5 0 8 0 13 581 9:00 PM 0 45 5 0 50 1 0 0 0 1 1 37 1 0 39 0 0 1 0 1 91 9:15 PM 0 38 2 0 40 2 0 2 0 4 2 40 0 0 42 0 0 0 0 0 86 9:30 PM 0 29 2 0 31 0 0 0 0 0 2 11 0 0 13 1 0 1 0 2 46 9:45 PM 0 28 5 0 33 0 0 0 0 0 2 23 0 0 25 0 0 0 0 0 58 Hourly Total 0 140 14 0 154 3 0 2 0 5 7 111 1 0 119 1 0 2 0 3 281 10:00 PM 0 21 4 0 25 0 0 0 0 0 1 14 0 0 15 1 0 0 0 1 41 10:15 PM 0 12 1 0 13 0 0 0 0 0 2 6 0 0 8 4 0 0 0 4 25 10:30 PM 0 10 1 0 11 0 0 0 0 0 0 5 0 0 5 1 0 0 0 1 17 10:45 PM 0 12 1 0 13 0 0 0 0 0 2 7 0 0 9 0 0 0 0 0 22 Hourly Total 0 55 7 0 62 0 0 0 0 0 5 32 0 0 37 6 0 0 0 6 105 11:00 PM 0 9 0 0 9 0 0 0 0 0 0 4 0 0 4 0 0 0 0 0 13 11:15 PM 0 7 1 0 8 0 0 0 0 0 0 2 0 0 2 1 1 0 0 2 12 11:30 PM 0 6 0 0 6 0 0 0 0 0 1 5 0 0 6 0 0 0 0 0 12 11:45 PM 0 6 0 0 6 0 0 1 0 1 0 6 0 0 6 0 0 0 0 0 13 Hourly Total 0 28 1 0 29 0 0 1 0 1 1 17 0 0 18 1 1 0 0 2 50 Grand Total 183 6697 367 0 7247 120 10 212 0 342 408 6552 161 0 7121 262 6 276 0 544 15254 Approach % 2.5 92.4 5.1 0.0 35.1 2.9 62.0 0.0 5.7 92.0 2.3 0.0 48.2 1.1 50.7 0.0 Total % 1.2 43.9 2.4 0.0 47.5 0.8 0.1 1.4 0.0 2.2 2.7 43.0 1.1 0.0 46.7 1.7 0.0 1.8 0.0 3.6 Lights 178 6589 362 0 7129 117 8 209 0 334 396 6450 157 0 7003 258 6 269 0 533 14999 Lights 97.3 98.4 98.6 98.4 97.5 80.0 98.6 97.7 97.1 98.4 97.5 98.3 98.5 100.0 97.5 98.0 98.3 Mediums 4 94 5 0 103 1 2 3 0 6 12 90 3 0 105 4 0 7 0 11 225 Mediums 2.2 1.4 1.4 1.4 0.8 20.0 1.4 1.8 2.9 1.4 1.9 1.5 1.5 0.0 2.5 2.0 1.5 Articulated Trucks 1 14 0 0 15 2 0 0 0 2 0 12 1 0 13 0 0 0 0 0 30 Articulated Trucks 0.5 0.2 0.0 - 0.2 1 1.7 0.0 0.0 - 0.6 1 0.0 0.2 0.6 - 0.2 1 0.0 0.0 0.0 - 0.0 1 0.2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: BRUMLOW AVE @ WARWICK WAY -HART ST Site Code: Start Date: 08/25/2021 Page No: 3 N 1 4 BRUMLOW AVE [N] Out In Total 6917 7129 14046 97 103 200 12 15 27 362 6589 178 0 5 94 4 0 0 14 1 0 367 6697 163 0 R T L U U L T R 0 396 6450 157 0 12 90 3 0 0 12 1 0 408 6552 161 6975 7003 13978 102 105 207 16 13 29 7093 7121 14214 Out In Total BRUMLOW AVE [S] Turning Movement Data Plot DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: BRUMLOW AVE 1120 W. Lovers Lane @ WARWICK WAY -HART ST Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 4 Turninq Movement Peak Hour Data (8:00 AM) Start Time Left BRUMLOW AVE Southbound Thru Right U-Turn App. Total Lek Thru HART ST Westbound Right U-Turn App. Total Left BRUMLOW AVE Northbound Thru Right U-Turn App. Total Left WARWICK WAY Eastbound Thru Right U-Turn App. Total Int. Total 8:00 AM 3 98 10 0 111 0 0 1 0 1 6 138 3 0 147 17 0 12 0 29 288 8:15 AM 5 99 15 0 119 0 0 1 0 1 10 147 3 0 160 4 1 5 0 10 290 8:30 AM 0 86 9 0 95 1 0 3 0 4 6 134 7 0 147 4 0 3 0 7 253 8:45 AM 7 105 2 0 114 1 1 2 0 4 5 139 4 0 148 5 0 6 0 11 277 Total 15 388 36 0 439 2 1 7 0 10 27 558 17 0 602 30 1 26 0 57 1108 Approach % 3.4 88.4 8.2 0.0 20.0 10.0 70.0 0.0 4.5 92.7 2.8 0.0 52.6 1.8 45.6 0.0 Total % 1.4 35.0 3.2 0.0 39.6 0.2 0.1 0.6 0.0 0.9 2.4 50.4 1.5 0.0 54.3 2.7 0.1 2.3 0.0 5.1 PHF 0.536 0.924 0.600 0.000 0.922 0.500 0.250 0.583 0.000 0.625 0.675 0.949 0.607 0.000 0.941 0.441 0.250 0.542 0.000 0.491 0.955 Lights 15 372 35 0 422 2 1 7 0 10 24 543 17 0 584 29 1 24 0 54 1070 % Lights 100.0 95.9 97.2 96.1 100.0 100.0 100.0 100.0 88.9 97.3 100.0 97.0 96.7 100.0 92.3 94.7 96.6 Mediums 0 16 1 0 17 0 0 0 0 0 3 14 0 0 17 1 0 2 0 3 37 % Mediums 0.0 4.1 2.8 3.9 0.0 0.0 0.0 0.0 11.1 2.5 0.0 2.8 3.3 0.0 7.7 5.3 3.3 Articulated Trucks 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 % Articulated Trucks 0.0 0.0 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 0.2 0.0 - 0.2 0.0 0.0 0.0 - 0.0 0.1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: BRUMLOW AVE @ WARWICK WAY -HART ST Site Code: Start Date: 08/25/2021 Page No: 5 N 1 4 M Peak Hour Data 12- D 3 08/25/2021 8:00 AM o 0 0 o g A Ending At o o F 08/25/2021 9:00 AM r N o o N m u ¢ O' coo a m Lights Mediums 0 w o o w Articulated Trucks r 1. rl h t 0 398 584 982 18 17 35 0 1 1 416 602 1018 Out In Total BRUMLOW AVE [S] BRUMLOW AVE [N] Out In Total 579 422 1001 15 17 32 1 0 1 595 439 1034 35 372 15 0 1 16 0 0 0 0 0 0 36 388 15 0 R T L U U L T R 0 24 543 17 0 3 14 0 0 0 1 0 0 27 558 17 Turning Movement Peak Hour Data Plot (8:00 AM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: BRUMLOW AVE 1120 W. Lovers Lane @ WARWICK WAY -HART ST Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 6 Turninq Movement Peak Hour Data (4:45 PM) Start Time Left BRUMLOW AVE Southbound Thru Right U-Turn App. Total Lek Thru HART ST Westbound Right U-Turn App. Total Left BRUMLOW AVE Northbound Thru Right U-Turn App. Total Left WARWICK WAY Eastbound Thru Right U-Turn App. Total Int. Total 4:45 PM 7 150 10 0 167 3 0 2 0 5 7 134 5 0 146 9 0 7 0 16 334 5:00 PM 3 161 8 0 172 6 0 11 0 17 7 129 5 0 141 2 0 5 0 7 337 5:15 PM 10 170 8 0 188 4 0 8 0 12 9 150 4 0 163 7 0 6 0 13 376 5:30 PM 4 184 10 0 198 5 0 5 0 10 9 138 2 0 149 5 0 3 0 8 365 Total 24 665 36 0 725 18 0 26 0 44 32 551 16 0 599 23 0 21 0 44 1412 Approach % 3.3 91.7 5.0 0.0 40.9 0.0 59.1 0.0 5.3 92.0 2.7 0.0 52.3 0.0 47.7 0.0 Total % 1.7 47.1 2.5 0.0 51.3 1.3 0.0 1.8 0.0 3.1 2.3 39.0 1.1 0.0 42.4 1.6 0.0 1.5 0.0 3.1 PHF 0.600 0.904 0.900 0.000 0.915 0.750 0.000 0.591 0.000 0.647 0.889 0.918 0.800 0.000 0.919 0.639 0.000 0.750 0.000 0.688 0.939 Lights 24 662 36 0 722 18 0 25 0 43 31 546 16 0 593 23 0 21 0 44 1402 % Lights 100.0 99.5 100.0 99.6 100.0 96.2 97.7 96.9 99.1 100.0 99.0 100.0 100.0 100.0 99.3 Mediums 0 2 0 0 2 0 0 1 0 1 1 5 0 0 6 0 0 0 0 0 9 % Mediums 0.0 0.3 0.0 0.3 0.0 3.8 2.3 3.1 0.9 0.0 1.0 0.0 0.0 0.0 0.6 Articulated Trucks 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 % Articulated Trucks 0.0 0.2 0.0 - 0.1 0.0 - 0.0 - 0.0 0.0 0.0 0.0 - 0.0 0.0 - 0.0 - 0.0 1 0.1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: BRUMLOW AVE @ WARWICK WAY -HART ST Site Code: Start Date: 08/25/2021 Page No: 7 N 1 4 � tp° 0 0 0 a M Peak Hour Data N ^ Qc N O O N J S 1 0 0 0 0 D U 5 o o a 08/25/202 End ng At1 4:45 PM o w o 0 0 o r 08/25/2021 5:45 PM r o o w w m u Lights Mediums Articulated Trucks r rl h t r1 701 593 1294 2 6 8 1 0 1 704 599 1303 Out In Total BRUMLOW AVE [S] BRUMLOW AVE [N] Out In Total 594 722 1316 6 2 8 0 1 1 600 725 1325 36 662 24 0 0 2 0 0 0 1 0 0 36 665 24 0 R T L U U L T R 0 31 546 16 0 1 5 0 0 0 0 0 0 32 551 16 Turning Movement Peak Hour Data Plot (4:45 PM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: MUSTANG CT @ 1120 W. Lovers Lane SOUTHWESTERN AVE Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 1 Turning Movement Data Start Time Left TURNAROUND Southbound Thru Right U-Turn App. Total Lek SOUTHWESTERN AVE Westbound Thru Right U-Turn App. Total Left MUSTANG CT Northbound Thru Right U-Turn App. Total Left SOUTHWESTERN AVE Eastbound Thru Right U-Turn App. Total Int. Total 12:00 AM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 12:15AM 0 0 0 0 0 3 0 0 0 3 0 0 2 0 2 0 0 0 0 0 5 12:30 AM 0 0 0 0 0 1 0 0 0 1 0 0 2 0 2 0 0 0 0 0 3 12:45 AM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 1 1 0 2 3 Hourly Total 0 0 0 0 0 6 0 0 0 6 0 0 4 0 4 0 1 1 0 2 12 1:00 AM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 0 0 0 0 3 1:15AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 1:30 AM 0 0 0 0 0 0 1 0 0 1 2 0 0 0 2 0 0 0 0 0 3 1:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 1 3 2 0 6 7 Hourly Total 0 0 0 0 0 3 1 0 0 4 2 0 2 0 4 1 3 2 0 6 14 2:00 AM 0 0 0 0 0 2 0 0 0 2 0 0 1 0 1 0 0 1 0 1 4 2:15AM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 1 0 1 3 2:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 2 Hourly Total 0 0 0 0 0 4 0 0 0 4 0 0 3 0 3 0 0 2 0 2 9 3:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1 3:15AM 0 0 0 0 0 2 0 0 0 2 1 0 0 0 1 0 0 0 0 0 3 3:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 1 0 1 3 3:45 AM 0 0 0 0 0 1 0 0 0 1 1 0 1 0 2 0 1 0 0 1 4 Hourly Total 0 0 0 0 0 3 1 0 0 4 2 0 3 0 5 0 1 1 0 2 11 4:00 AM 0 0 0 0 0 2 1 0 0 3 0 0 1 0 1 0 0 0 0 0 4 4:15AM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 4:30 AM 0 0 0 0 0 1 0 0 0 1 1 0 1 0 2 0 0 1 0 1 4 4:45 AM 0 0 0 0 0 1 0 0 0 1 0 0 2 0 2 0 1 1 0 2 5 Hourly Total 0 0 0 0 0 5 1 0 0 6 1 0 4 0 5 0 1 2 0 3 14 5:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 3 0 3 0 1 3 0 4 7 5:15AM 0 0 0 0 0 2 1 0 0 3 1 0 4 0 5 0 0 0 0 0 8 5:30 AM 0 0 0 0 0 2 1 0 0 3 0 0 2 0 2 0 0 0 0 0 5 5:45 AM 0 0 0 0 0 3 1 0 0 4 0 0 0 0 0 0 2 0 0 2 6 Hourly Total 0 0 0 0 0 7 3 0 0 10 1 0 9 0 10 0 3 3 0 6 26 6:00 AM 0 0 0 0 0 0 1 0 0 1 0 0 4 0 4 1 0 4 0 5 10 6:15AM 0 0 0 0 0 0 0 0 0 0 1 0 2 0 3 0 0 0 0 0 3 6:30 AM 0 0 0 0 0 3 2 0 0 5 0 0 2 0 2 0 0 2 0 2 9 6:45 AM 1 0 0 0 1 1 0 0 0 1 3 0 10 0 13 0 4 2 0 6 21 Hourly Total 1 0 0 0 1 4 3 0 0 7 4 0 18 0 22 1 4 8 0 13 43 7:00 AM 0 0 0 0 0 2 4 0 0 6 2 0 2 0 4 0 1 0 0 1 11 7:15AM 0 0 0 0 0 2 1 0 0 3 0 0 6 0 6 1 0 2 0 3 12 7:30 AM 0 0 0 0 0 2 0 0 0 2 1 0 2 0 3 0 0 0 0 0 5 7:45 AM 0 0 0 0 0 6 0 0 0 6 2 0 5 0 7 0 0 0 0 0 13 Hourly Total 0 0 0 0 0 12 5 0 0 17 5 0 15 0 20 1 1 2 0 4 41 8:00 AM 0 0 0 0 0 5 1 0 0 6 2 0 4 0 6 0 0 1 0 1 13 8:15AM 0 0 0 0 0 3 0 0 0 3 1 0 1 0 2 0 0 2 0 2 7 8:30 AM 0 1 0 0 1 2 2 0 0 4 1 1 2 0 4 0 1 4 0 5 14 8:45 AM 0 0 0 0 0 2 0 0 0 2 0 0 4 0 4 0 5 1 0 6 12 Hourly Total 0 1 0 0 1 12 3 0 0 15 4 1 11 0 16 0 6 8 0 14 46 9:00 AM 0 0 0 0 0 3 6 0 0 9 1 0 2 0 3 0 6 3 0 9 21 9:15AM 0 0 0 0 0 4 1 0 0 5 1 0 2 0 3 0 1 0 0 1 9 9:30 AM 0 0 0 0 0 2 0 0 0 2 1 0 3 0 4 0 0 1 0 1 7 9:45 AM 0 0 0 0 0 1 1 0 0 2 1 0 5 0 6 0 1 2 0 3 11 Hourly Total 0 0 0 0 0 10 8 0 0 18 4 0 12 0 16 0 8 6 0 14 48 10:00 AM 0 0 0 0 0 1 0 0 0 1 2 0 1 0 3 0 0 0 0 0 4 10:15AM 0 0 0 0 0 6 1 0 0 7 0 1 3 0 4 0 0 2 0 2 13 10:30 AM 0 0 1 0 1 2 3 0 0 5 1 0 3 0 4 0 2 2 0 4 14 10:45 AM 0 0 0 0 0 0 1 0 0 1 2 0 1 0 3 0 1 0 0 1 5 Hourly Total 0 0 1 0 1 9 5 0 0 14 5 1 8 0 14 0 3 4 0 7 36 11:00 AM 0 1 0 0 1 3 2 1 0 6 1 0 4 0 5 0 2 3 0 5 17 11:15AM 0 0 0 0 0 3 0 0 0 3 1 0 0 0 1 0 0 0 0 0 4 11:30 AM 0 0 0 0 0 3 1 0 0 4 1 3 0 2 0 5 1 0 2 2 0 4 1 13 11:45 AM 1 0 0 0 1 1 1 0 0 2 0 0 4 0 4 0 0 1 0 1 8 Hourly Total 1 1 0 0 2 10 4 1 0 15 5 0 10 0 15 0 4 6 0 10 42 12:00 PM 0 0 0 0 0 1 2 0 0 3 1 0 4 0 5 0 1 1 0 2 10 12:15PM 1 0 0 0 1 3 2 0 0 5 1 0 4 0 5 0 0 1 0 1 12 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 12:30 PM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 0 0 0 2 12:45 PM 0 0 0 0 0 3 2 0 0 5 2 0 3 0 5 1 0 2 0 3 13 Hourly Total 1 0 0 0 1 9 6 0 0 15 4 0 11 0 15 1 1 4 0 6 37 1:00 PM 0 0 0 0 0 3 1 0 0 4 0 0 2 0 2 0 0 2 0 2 8 1:15 PM 0 0 0 0 0 3 0 1 0 4 1 0 1 0 2 0 0 0 0 0 6 1:30 PM 0 0 0 0 0 0 0 0 0 0 3 0 3 0 6 0 0 0 0 0 6 1:45 PM 0 0 0 0 0 1 0 0 0 1 2 0 2 0 4 0 1 2 0 3 8 Hourly Total 0 0 0 0 0 7 1 1 0 9 6 0 8 0 14 0 1 4 0 5 28 2:00 PM 0 0 0 0 0 1 0 0 0 1 1 0 1 0 2 0 0 4 0 4 7 2:15 PM 0 0 0 0 0 1 2 0 0 3 1 0 2 0 3 0 0 1 0 1 7 2:30 PM 0 0 0 0 0 3 0 0 0 3 1 0 1 0 2 0 2 0 0 2 7 2:45 PM 0 0 0 0 0 2 1 0 0 3 1 0 1 0 2 0 1 1 0 2 7 Hourly Total 0 0 0 0 0 7 3 0 0 10 4 0 5 0 9 0 3 6 0 9 28 3:00 PM 0 0 0 0 0 2 1 0 0 3 0 0 3 0 3 0 2 0 0 2 8 3:15 PM 0 0 0 0 0 1 1 0 0 2 0 0 2 0 2 0 1 1 0 2 6 3:30 PM 0 0 0 0 0 7 1 0 0 8 3 0 2 0 5 0 1 1 0 2 15 3:45 PM 0 0 0 0 0 9 0 0 0 9 0 0 0 0 0 0 0 0 0 0 9 Hourly Total 0 0 0 0 0 19 3 0 0 22 3 0 7 0 10 0 4 2 0 6 38 4:00 PM 0 0 0 0 0 1 0 0 0 1 1 0 1 0 2 0 4 1 0 5 8 4:15 PM 0 0 0 0 0 2 0 0 0 2 1 0 1 0 2 0 2 1 0 3 7 4:30 PM 0 0 0 0 0 4 1 0 0 5 0 0 3 0 3 0 1 0 0 1 9 4:45 PM 0 0 0 0 0 2 1 0 0 3 0 0 0 0 0 0 2 1 0 3 6 Hourly Total 0 0 0 0 0 9 2 0 0 11 2 0 5 0 7 0 9 3 0 12 30 5:00 PM 0 0 0 0 0 1 1 0 0 2 1 0 0 0 1 0 1 0 0 1 4 5:15 PM 0 0 0 0 0 3 1 0 0 4 0 0 0 0 0 0 0 0 0 0 4 5:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 1 0 1 2 5:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 Hourly Total 0 0 0 0 0 4 2 0 0 6 1 0 2 0 3 0 1 1 0 2 11 6:00 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 0 0 0 0 2 6:15 PM 0 0 0 0 0 1 0 0 0 1 1 0 1 0 2 0 0 0 0 0 3 6:30 PM 0 0 0 0 0 2 0 0 0 2 0 0 1 0 1 0 0 0 0 0 3 6:45 PM 0 0 0 0 0 3 0 0 0 3 0 0 0 0 0 0 0 1 0 1 4 Hourly Total 0 0 0 0 0 6 0 0 0 6 2 0 3 0 5 0 0 1 0 1 12 7:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 1 3 0 0 0 0 0 3 7:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 1 0 1 0 0 0 0 0 1 7:30 PM 0 1 0 0 1 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 3 7:45 PM 0 0 0 0 0 2 0 0 0 2 2 0 1 0 3 0 0 2 0 2 7 Hourly Total 0 1 0 0 1 2 0 0 0 2 4 0 4 1 9 0 0 2 0 2 14 8:00 PM 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 0 0 0 0 2 8:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 1 0 2 0 0 1 0 1 3 8:30 PM 0 0 0 0 0 2 0 0 0 2 0 0 2 0 2 0 0 0 0 0 4 8:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 1 0 1 2 Hourly Total 0 0 0 0 0 4 0 0 0 4 1 0 4 0 5 0 0 2 0 2 11 9:00 PM 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 0 0 0 0 2 9:15 PM 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 0 0 0 0 2 9:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 1 0 0 1 3 9:45 PM 0 0 0 0 0 1 1 0 0 2 0 0 2 0 2 0 0 1 0 1 5 Hourly Total 0 0 0 0 0 3 1 0 0 4 0 0 6 0 6 0 1 1 0 2 12 10:00 PM 0 0 0 0 0 2 0 0 0 2 0 0 1 0 1 0 0 0 0 0 3 10:15 PM 0 0 0 0 0 2 0 0 0 2 0 0 0 0 0 0 0 1 0 1 3 10:30 PM 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 0 1 0 1 3 10:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 2 0 2 0 0 0 0 0 2 Hourly Total 0 0 0 0 0 5 0 0 0 5 0 0 4 0 4 0 0 2 0 2 11 11:00 PM 0 0 0 0 0 1 0 0 0 1 0 0 1 0 1 0 0 1 0 1 3 11:15 PM 0 0 0 0 0 0 0 0 0 0 1 0 3 0 4 0 0 0 0 0 4 11:30 PM 0 0 0 0 0 4 0 0 0 4 0 0 0 0 0 0 0 1 0 1 5 11:45 PM 0 0 0 0 0 1 0 0 0 1 0 0 2 0 2 0 0 0 0 0 3 Hourly Total 0 0 0 0 0 6 0 0 0 6 1 0 6 0 7 0 0 2 0 2 15 Grand Total 3 3 1 0 7 166 52 2 0 220 61 2 164 1 228 4 55 75 0 134 589 Approach % 42.9 42.9 14.3 0.0 75.5 23.6 0.9 0.0 26.8 0.9 71.9 0.4 3.0 41.0 56.0 0.0 Total % 0.5 0.5 0.2 0.0 1.2 28.2 8.8 0.3 0.0 37.4 10.4 0.3 27.8 0.2 38.7 0.7 9.3 12.7 0.0 22.8 Lights 2 1 0 0 3 43 33 0 0 76 17 1 41 1 60 0 35 19 0 54 193 Lights 66.7 33.3 0.0 42.9 25.9 63.5 0.0 34.5 27.9 50.0 25.0 100.0 26.3 0.0 63.6 25.3 40.3 32.8 Mediums 0 0 1 0 1 1 8 1 0 10 6 0 4 0 10 0 8 5 0 13 34 Mediums 0.0 0.0 100.0 14.3 0.6 15.4 50.0 4.5 9.8 0.0 2.4 0.0 4.4 0.0 14.5 6.7 9.7 5.8 Articulated Trucks 1 2 0 0 3 122 11 1 0 134 38 1 119 0 158 4 12 51 0 67 362 Articulated Trucks 33.3 66.7 0.0 - 42.9 73.5 21.2 50.0 - 60.9 62.3 50.0 72.6 0.0 69.3 100.0 21.8 68.0 - 50.0 61.5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: MUSTANG CT @ SOUTHWESTERN AVE Site Code: Start Date: 08/25/2021 Page No: 3 TURNAROUND[N] Out In Total 1 3 4 1 1 2 6 3 9 8 7 15 N 1 4 Lt U1 1 O O N N _ 00 N N N O a~' S Z o o v a w ` ro "� c 08/25/2021 12:00 AM Ending At N _ o a O ' m U) >w M N N~ "/26/2021 12:00 AM r W Z > F V N Li hts rn N N N O 0 7 Mediums A d m — COArticulated °' �n � � � Trucks m 64 60 124 6 10 16 175 158 333 245 228 473 Out In Total MUSTANG CT [S] ea©o aaao aaao as©a 0000 0000 amain oaaa oma� ama� Turning Movement Data Plot DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: MUSTANG CT @ 1120 W. Lovers Lane SOUTHWESTERN AVE Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 4 Turninq Movement Peak Hour Data (8:30 AM) Start Time Left TURNAROUND Southbound Thru Right U-Turn App. Total Lek SOUTHWESTERN AVE Westbound Thru Right U-Turn App. Total Left MUSTANG CT Northbound Thru Right U-Turn App. Total Left SOUTHWESTERN AVE Eastbound Thru Right U-Turn App. Total Int. Total 8:30 AM 0 1 0 0 1 2 2 0 0 4 1 1 2 0 4 0 1 4 0 5 14 8:45 AM 0 0 0 0 0 2 0 0 0 2 0 0 4 0 4 0 5 1 0 6 12 9:00 AM 0 0 0 0 0 3 6 0 0 9 1 0 2 0 3 0 6 3 0 9 21 9:15 AM 0 0 0 0 0 4 1 0 0 5 1 0 2 0 3 0 1 0 0 1 9 Total 0 1 0 0 1 11 9 0 0 20 3 1 10 0 14 0 13 8 0 21 56 Approach % 0.0 100.0 0.0 0.0 55.0 45.0 0.0 0.0 21.4 7.1 71.4 0.0 0.0 61.9 38.1 0.0 Total % 0.0 1.8 0.0 0.0 1.8 19.6 16.1 0.0 0.0 35.7 5.4 1.8 17.9 0.0 25.0 0.0 23.2 14.3 0.0 37.5 PHF 0.000 0.250 0.000 0.000 0.250 0.688 0.375 0.000 0.000 0.556 0.750 0.250 0.625 0.000 0.875 0.000 0.542 0.500 0.000 0.583 0.667 Lights 0 0 0 0 0 4 8 0 0 12 0 0 3 0 3 0 11 3 0 14 29 % Lights 0.0 0.0 36.4 88.9 60.0 0.0 0.0 30.0 21.4 84.6 37.5 66.7 51.8 Mediums 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3 % Mediums 0.0 0.0 0.0 11.1 5.0 0.0 0.0 0.0 0.0 15.4 0.0 9.5 5.4 Articulated Trucks 0 1 0 0 1 7 0 0 0 7 3 1 7 0 11 0 0 5 0 5 24 % Articulated Trucks - 100.0 - - 100.0 63.6 0.0 - - 35.0 100.0 100.0 70.0 - 78.6 - 0.0 62.5 - 23.8 42.9 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: MUSTANG CT @ SOUTHWESTERN AVE Site Code: Start Date: 08/25/2021 Page No: 5 TURNAROUND[N] Out In Total 0 0 0 0 0 0 1 1 2 1 1 2 N 1 4 Lt t�0oo0 Peak Hour Data N _ 0 ' N M co^ aF S W V N A Z O O O O J w 08/25/2021 8:30 AM Ending At ro _ m O N' m w N O M F 08/25/2021 9:30 AM r- v O A X Z F =O' °0 " `� Lights Mediums C 0 O I CO Articulated Trucks rl h t r1 aaoo aaoo aaoa 0000 oaoo oaaa aoaa o©ao a©am 7 3 10 0 0 0 13 11 24 20 14 34 Out In Total MUSTANG CT [S] Turning Movement Peak Hour Data Plot (8:30 AM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAMTraffic N TX Inc. Count Name: MUSTANG CT @ 1120 W. Lovers Lane SOUTHWESTERN AVE Site Code: Arlington, Texas, United States 76013 Start Date: 08/25/2021 817.265.8968 Page No: 6 Turninq Movement Peak Hour Data (3:30 PM) Start Time Left TURNAROUND Southbound Thru Right U-Turn App. Total Lek SOUTHWESTERN AVE Westbound Thru Right U-Turn App. Total Left MUSTANG CT Northbound Thru Right U-Turn App. Total Left SOUTHWESTERN AVE Eastbound Thru Right U-Turn App. Total Int. Total 3:30 PM 0 0 0 0 0 7 1 0 0 8 3 0 2 0 5 0 1 1 0 2 15 3:45 PM 0 0 0 0 0 9 0 0 0 9 0 0 0 0 0 0 0 0 0 0 9 4:00 PM 0 0 0 0 0 1 0 0 0 1 1 0 1 0 2 0 4 1 0 5 8 4:15PM 0 0 0 0 0 2 0 0 0 2 1 0 1 0 2 0 2 1 0 3 7 Total 0 0 0 0 0 19 1 0 0 20 5 0 4 0 9 0 7 3 0 10 39 Approach % 0.0 0.0 0.0 0.0 95.0 5.0 0.0 0.0 55.6 0.0 44.4 0.0 0.0 70.0 30.0 0.0 Total % 0.0 0.0 0.0 0.0 0.0 48.7 2.6 0.0 0.0 51.3 12.8 0.0 10.3 0.0 23.1 0.0 17.9 7.7 0.0 25.6 PHF 0.000 0.000 0.000 0.000 0.000 0.528 0.250 0.000 0.000 0.556 0.417 0.000 0.500 0.000 0.450 0.000 0.438 0.750 0.000 0.500 0.650 Lights 0 0 0 0 0 14 0 0 0 14 1 0 1 0 2 0 4 1 0 5 21 % Lights 73.7 0.0 70.0 20.0 25.0 22.2 57.1 33.3 50.0 53.8 Mediums 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 2 0 0 2 3 % Mediums 0.0 100.0 5.0 0.0 0.0 0.0 28.6 0.0 20.0 7.7 Articulated Trucks 0 0 0 0 0 5 0 0 0 5 4 0 3 0 7 0 1 2 0 3 15 % Articulated Trucks _ - - - - 26.3 0.0 - - 25.0 80.0 - 75.0 - 77.8 - 14.3 66.7 - 30.0 38.5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) GRAM Traffic NTX Inc. 1120 W. Lovers Lane Arlington, Texas, United States 76013 817.265.8968 Count Name: MUSTANG CT @ SOUTHWESTERN AVE Site Code: Start Date: 08/25/2021 Page No: 7 TURNAROUND[N] Out In Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 R T L U 0000 oaoa aoaa 000© aaoo Turning Movement Peak Hour Data Plot (3:30 PM) DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Q z w Z z 0 U H U w _ U N >O N O N O E z �O0z = > Q) O J!' (0 U co cn cn a O W M d M N d �O I� 01 V N (O d V d h d d !� N d !� N h h C ON O of N �2 W aD fD h h O O cp N O �O N O N w D N O N O N m Q O N m O O !� N W a.A. a d o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a °> J J r O Z a LLj Z W . F m N O O M O O O O O N O O N O N N O V O O N N O O M 0 0 Z O U n m N 01 M N h O a O O a M 0 7 <O N O M O M O N O N O O O r N J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ar a o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 a r c U a F o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 c 7 N a U O-- >U J t 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 r O.� N N W O N O O O N O O N i0 c0 O a W h cp I� N V O O O m aD OI O W Y"i N M N N O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O a 0 � E m e F o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 z a W N Z N Z � O U 2 N N r O r W O V l0 (p 10 i0 r V N l0 1� r r O O1 O O O N W M O aD O r M� pN Q 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ar a a F o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 c o o a a r a o s o m rn o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 U t r o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 x J 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 2 2 f 2 o 2 2 � � o 2 2 2 2 o 2 2 2 2 o 2 2 2 o o o E F a a a¢ r a¢ a a r a a a a r Q Q Q Q r Q Q Q Q r a a a a r a a a a r a a a O In O. T O In O In T O In O N >' O M V T O2 M V T O2 M V , O l2 O 0 , O h O O M 1� r r r O O M V W W a6 cp O O M V Oi Oi Oi Oi p 0 0 0 0 0 O O O M V o O . M (V (V <V 2 2 2 2 = S 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) m LLJ LL'J O) N +H-H- M V f0 f0 O f0 I: W n m$ - r N N N N N ONi N W �- N O O O �"+ p O (O N O m r O N r a0 O O M M W a0 I� M r O r O N T R M M N O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O O O O O O O O O O O O O o 0 0 0 0 0 0 0 0 0 0 0 O 1 O 00 O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O O 00 06 00 M O) O N O N O M N O N O D 40 ML6 O 6 M V f0 (O M O O 0 7v: N M M O O O O O O O O O O O O O O O O O O O O O O V O V . O O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 c� 0 0 O O o o 0 o o 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 O O r 0 0 O O N O N W V M V O p) N V Obi N V O O O O N M M M M N N M M L O cs 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 D O O O W N O. 0 0 0 0 0 0 0 O O O O O M� � M �j �v W O O o o o o o o o o o o 0 o o o o o o o o o o o o o O O O O O O O O O O O O O O O O O O O O O O O O O Q O O O 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0.. 0 O O r .R_. r .R.. r .@. r Z r �o °° L e N N t E 2 r t0 rp O l6 W N a In T a a a a O In O In o M T a a a L a O N O IA o M T a a a a O N O IN o M T it a a a O In O N o M T r 9 c p .�. OI m 9 N N U J U N T N N d N 9 v 5 � v of ri ri ni 5 4 v v v a a 5 v di ui vi iri > 6 v io c6 i6 io > m n o r � A � g gao ¢ r uo = = =O = = ¢ o U r m U e o a DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) J Q Z w Z Z O U H U w _ U N O N 0 0 ui o E c+m Z �o0z �> mr rn O J !�' (0 U co cn cn a c2 0 —_ FJ �5.0 N O U > CR O c L!) N JJ N ~ > N �O �W C O Q CONTINENTAL BLVD [El Out In TOW 4030 4245 8275 65 58 123 11 11 22 0 0 0 0 0 0 4106 4314 8420 N 1 4 Lr 6 a 3 U .Se FU N h0o r� h a s r .03 �7:;� r it h t r► Y 49E8 E804 L8Z4 0 0 0 A111N.NUN.D ommoo ommoo 00000 00000 oommo E 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) H Z W Z H Z 0 U U i W _ U N >O N N O E O V Z �O 0 Z = > Q) O J - (0 U co cn cn a ro c? n? M c O O..O., F e 0 n 0 o 0 N OOi cD l0 cp LO N N O a O a d a J o 0 0 0 0 O o o F 'o ] o z a ♦- W 0 O O N p. N N 0 0 z o U M n 0 01 f W W M O N N 0 mo 0 0 0 o p o 0 0 0 0 0 0 ap o N �� a o 0 uoi a 0 o 0 0 0 00 ar d d a E } a F o 0 0 0 0 0 0$ o o 0 0 c 7 N a U O Z O N V 00 00 V O D O �Ol � o F o 0 0 0 0 0 0 0 0 0 0 0 0 O d.0. �p 0 i0 n c0 p N n Sm N n W N N N N V p Qr N N M O N O N a 0 � E O O O O O o O O F o ] o a W N Z d t I F 2 o o o 0 0 0 0 0 0 0 0 0 z 0 o U 2 r c00 n N rn w n N r w M� O m V JN N O O C5 O 9 O q � O N O O O N O O O N d a F o 0 0 0 0 0 0 O 0 0 0 0 N N o j o 0 a a r 'oo o s N m o 0 0 0 0 0 0$ o 0 0 0 � t r o 0 0 0 0 0 o O p c o 0 0 J0 0 0 0 0 0 c 0 0 O 0 O O N o y J N Oy N C Q Q a a _ a 3 N C 3 C w i v o Cb cd 6 bi ro r a o r a �' m e a -2 Qr �y mU >.o mU v a 0 U) n e aai DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) J Q Z w Z Z O U H U w _ U N O N 0 0 ui o E ��'� Z �o0z �> mr rn O J !�' (0 U co cn cn a c2 0 —_ FJ �5.0 N O U > CR O C In N JJ N ~ > N �O �W (D o rn a CONTINENTAL BLVD [El Out In Towl 427 256 683 5 12 17 1 1 2 0 0 0 0 0 0 433 269 702 66 N 1 4 Lr =a .� t�< o S 3� r w g' O F� °o J N o 3 it h t r► L69 LEV 99Z 0 0 0 0111N.NUN.D 000mo 00000 00000 oom©o DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) J z w z z 0 U U i W U N >O N N CD E N d z �O0z =iN�m O J !�' (0 U co cn cn a 7 C a) la o) w m FJ (5co N -O C.)> " 00 O C Lf) N JJ N fo O CO r C7 c 0 rn C Q C N N N N O O O� pOj O� O a.0. N O O M O O 00 N LLi O ¢r O O W ap T O M h O a d a o 0 0 0 0 o o J O o F 'o ] z a F W z 0 o O N O 0 M O O ONi m N W mo 0 0 0 o p o 0 0 0 0 0 0 pp 00 N ro r O D O O ar o d a E }a FLu o 0 0 0 0 0 0$ o o 0 0 c 7 N a O oZ N O V O O O O O O O O J O O � O C6 O N N a O O O O O O O 0 � E o F 'o M o a W N Z N t I F 2 o o o 0 0 0 0 o 0 o O O z 0 o 0 2 O NO r O a M N cN0 O N O O N J N O N N O O cs O 0 o V O W 0 N 0 O o � QF O O O O O O p 0 O O N O O O O O O O a a F o 0 0 0 0 0 0 0 0 0 0 0 O o j o 0 a a r 'oo o s N CO o 0 0 0 0 0 0$ o 0 0 0 � t o 0 0 0 0 0 o O p o 0 0 r c J0 o 0 0 0 0 c 0 0 O 0 O o N o N J N O Oy N C r a a a LL A U LL L t O O O r =Y U N N N U y C O O LO O M V �ri �ri N 0 O r @ O d y= O r a J J a N m - N U C r U U O a ti 0 mU a N � a e U a LL DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) J Q Z w Z Z O U H U w _ U N O N 0 0 ui o E �'n Z �o0z �> mr rn O J !�' (0 U co cn cn a c2 0 —_ FJ �5.0 N O U > CR O C N JJ N ~ > N �O �W (D o rn a CONTINENTAL BLVD [El Out In Towl 323 583 906 5 2 7 0 1 1 0 0 0 0 0 0 328 586 914 N 1 4 Lr =a .� t�< a a 3 U o S 39 . r w g' O ° F� h p a r� (1)N '�.�am r J a o 3 �Z a it h t r► U6 SEE 989 0 0 0 %111N.NUN.D 00000 00000 00000 00000 oo�oo DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) AM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /03/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 261 1851 209 165 744 141 166 171 371 121 88 Future Volume (vph) 261 1851 209 165 744 141 166 171 371 121 88 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 22.0 61.0 61.0 17.0 56.0 56.0 17.0 26.0 26.0 16.0 25.0 Total Split (%) 18.3% 50.8% 50.8% 14.2% 46.7% 46.7% 14.2% 21.7% 21.7% 13.3% 20.8% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 14.9 64.2 64.2 11.7 61.0 61.0 22.9 16.6 16.6 22.9 11.5 Actuated g/C Ratio 0.12 0.54 0.54 0.10 0.51 0.51 0.19 0.14 0.14 0.19 0.10 v/c Ratio 0.65 0.71 0.23 0.54 0.30 0.17 0.75 0.36 0.90 0.50 0.63 Control Delay 57.2 23.4 4.0 48.2 11.5 1.8 59.3 47.8 42.2 45.9 21.6 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 57.2 23.4 4.0 48.2 11.5 1.8 59.3 47.8 42.2 45.9 21.6 LOS E C A D B A E D D D C Approach Delay 25.5 16.1 47.6 28.7 Approach LOS C B D C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 14 (12%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 105 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 27.1 Intersection LOS: C Intersection Capacity Utilization 87.9% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg I 2*01 03 ■ 04 05 06 08 OJ Existing (2021) AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) AM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 3 5 1825 535 6 186 719 11 309 1 12 1 Future Volume (vph) 3 5 1825 535 6 186 719 11 309 1 12 1 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 15.0 15.0 54.0 54.0 24.0 24.0 63.0 63.0 28.0 28.0 14.0 14.0 Total Split (%) 12.5% 12.5% 45.0% 45.0% 20.0% 20.0% 52.5% 52.5% 23.3% 23.3% 11.7% 11.7% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 81.8 58.8 58.8 77.5 80.5 80.5 20.7 20.7 6.9 6.9 Actuated g/C Ratio 0.68 0.49 0.49 0.65 0.67 0.67 0.17 0.17 0.06 0.06 v/c Ratio 0.02 0.75 0.53 0.57 0.22 0.02 0.86 0.68 0.21 0.05 Control Delay 6.1 22.1 5.6 22.5 4.2 0.1 74.9 38.5 62.2 54.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.1 22.1 5.6 22.5 4.2 0.1 74.9 38.5 62.2 54.0 LOS A C A C A A E D E D Approach Delay 18.3 7.9 57.3 60.1 Approach LOS B A E E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 72 (60%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 20.8 Intersection LOS: C Intersection Capacity Utilization 79.6% ICU Level of Service D Analysis Period (min) 15 Existing (2021) AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) AM Peak Hour 3: Kimball Ave S & SH 26 11 /03/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 239 1797 5 27 864 354 7 19 336 27 Future Volume (vph) 2 239 1797 5 27 864 354 7 19 336 27 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 24.0 24.0 59.0 15.0 15.0 50.0 50.0 14.0 14.0 32.0 32.0 Total Split (%) 20.0% 20.0% 49.2% 12.5% 12.5% 41.7% 41.7% 11.7% 11.7% 26.7% 26.7% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 73.0 69.3 75.1 59.8 59.8 6.3 6.3 23.4 23.4 Actuated g/C Ratio 0.61 0.58 0.63 0.50 0.50 0.05 0.05 0.20 0.20 v/c Ratio 0.61 0.67 0.19 0.37 0.39 0.09 0.14 0.81 0.73 Control Delay 19.1 5.2 23.2 21.7 3.8 55.7 47.7 65.3 51.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 19.1 5.2 23.2 21.7 3.8 55.7 47.7 65.3 51.5 LOS B A C C A E D E D Approach Delay 6.9 16.6 49.6 58.6 Approach LOS A B D E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 12 (10%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 16.7 Intersection LOS: B Intersection Capacity Utilization 73.1 % ICU Level of Service D Analysis Period (min) 15 Existing (2021) AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) AM Peak Hour 4: Mustang Ct & Southwestern Ave 1I11/03/2021 -11 --1. 4--- t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 0 13 8 11 9 0 3 1 10 0 1 0 Future Volume (vph) 0 13 8 11 9 0 3 1 10 0 1 0 Peak Hour Factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 Hourly flow rate (vph) 0 19 12 16 13 0 4 1 15 0 1 0 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 31 29 20 1 Volume Left (vph) 0 16 4 0 Volume Right (vph) 12 0 15 0 Hadj (s) 0.34 0.51 0.91 1.70 Departure Headway (s) 4.3 4.5 5.0 5.8 Degree Utilization, x 0.04 0.04 0.03 0.00 Capacity (veh/h) 822 791 709 605 Control Delay (s) 7.5 7.7 8.1 8.8 Approach Delay (s) 7.5 7.7 8.1 8.8 Approach LOS A A A A Intersection Summary Delay 7.7 Level of Service A Intersection Capacity Utilization 18.0% ICU Level of Service A Analysis Period (min) 15 Existing (2021) AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) AM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/03/2021 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 1 26 2 1 7 27 558 17 15 388 36 Future Vol, veh/h 30 1 26 2 1 7 27 558 17 15 388 36 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 31 1 27 2 1 7 28 581 18 16 404 38 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1105 1110 423 1115 1120 590 442 0 0 599 0 0 Stage 1 455 455 - 646 646 - - - - - - - Stage 2 650 655 - 469 474 - - - - - Critical Hdwy 7.13 6.52 6.28 7.12 6.52 6.22 4.21 - 4.12 - Critical Hdwy Stg 1 6.13 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.13 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.527 4.018 3.372 3.518 4.018 3.318 2.299 2.218 - Pot Cap-1 Maneuver 187 209 618 185 206 508 1072 - 978 - Stage 1 583 569 - 460 467 - - - - - Stage 2 456 463 - 575 558 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 175 196 618 168 194 508 1072 - 978 - Mov Cap-2 Maneuver 175 196 - 168 194 - - - - - Stage 1 560 556 - 442 449 - - - Stage 2 431 445 - 537 546 - - - Approach EB WB NB SB HCM Control Delay, s 22.8 16.5 0.4 0.3 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1072 - 261 324 978 - HCM Lane V/C Ratio 0.026 - 0.227 0.032 0.016 - HCM Control Delay (s) 8.4 0 22.8 16.5 8.7 0 - HCM Lane LOS A A C C A A - HCM 95th %tile Q(veh) 0.1 - 0.9 0.1 0 - - Existing (2021) AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) PM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /03/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 269 947 102 256 1799 137 118 190 194 146 265 Future Volume (vph) 269 947 102 256 1799 137 118 190 194 146 265 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 25.0 53.0 53.0 21.0 49.0 49.0 19.0 25.0 25.0 21.0 27.0 Total Split (%) 20.8% 44.2% 44.2% 17.5% 40.8% 40.8% 15.8% 20.8% 20.8% 17.5% 22.5% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lag Lag Lead Lead Lead Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 19.7 55.2 55.2 14.1 49.6 49.6 29.5 16.4 16.4 29.5 19.8 Actuated g/C Ratio 0.16 0.46 0.46 0.12 0.41 0.41 0.25 0.14 0.14 0.25 0.16 v/c Ratio 0.51 0.43 0.13 0.67 0.90 0.19 0.61 0.41 0.52 0.45 0.87 Control Delay 49.4 23.6 1.0 63.0 24.8 0.8 55.9 49.4 11.1 36.5 43.6 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 49.4 23.6 1.0 63.0 24.8 0.8 55.9 49.4 11.1 36.5 43.6 LOS D C A E C A E D B D D Approach Delay 27.2 27.8 36.1 42.2 Approach LOS C C D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 108 (90%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 115 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.90 Intersection Signal Delay: 30.8 Intersection LOS: C Intersection Capacity Utilization 85.2% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 tsgI T*01 -1102 T 04 03 06 IF 05 07 08 0001-- n Existing (2021) PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) PM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 1 967 319 1 189 1819 3 350 1 6 1 Future Volume (vph) 4 1 967 319 1 189 1819 3 350 1 6 1 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 16.0 16.0 50.0 50.0 23.0 23.0 57.0 57.0 30.0 30.0 17.0 17.0 Total Split (%) 13.3% 13.3% 41.7% 41.7% 19.2% 19.2% 47.5% 47.5% 25.0% 25.0% 14.2% 14.2% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 80.4 58.4 58.4 76.1 79.2 79.2 22.5 22.5 6.4 6.4 Actuated g/C Ratio 0.67 0.49 0.49 0.63 0.66 0.66 0.19 0.19 0.05 0.05 v/c Ratio 0.03 0.42 0.36 0.46 0.58 0.00 0.87 0.75 0.11 0.08 Control Delay 4.0 11.0 1.2 8.9 3.2 0.0 73.2 49.4 57.5 55.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 4.0 11.0 1.2 8.9 3.2 0.0 73.2 49.4 57.5 55.7 LOS A B A A A A E D E E Approach Delay 8.5 3.7 61.7 56.6 Approach LOS A A E E Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 72 (60%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 13.0 Intersection LOS: B Intersection Capacity Utilization 73.6% ICU Level of Service D Analysis Period (min) 15 Existing (2021) PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) PM Peak Hour 3: Kimball Ave S & SH 26 11 /03/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 155 1125 3 13 1731 338 31 64 337 19 Future Volume (vph) 2 155 1125 3 13 1731 338 31 64 337 19 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 23.0 23.0 57.0 16.0 16.0 50.0 50.0 17.0 17.0 30.0 30.0 Total Split (%) 19.2% 19.2% 47.5% 13.3% 13.3% 41.7% 41.7% 14.2% 14.2% 25.0% 25.0% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lag Lead Lead Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 63.7 64.2 66.9 51.3 51.3 7.8 7.8 26.7 26.7 Actuated g/C Ratio 0.53 0.54 0.56 0.43 0.43 0.06 0.06 0.22 0.22 v/c Ratio 0.68 0.45 0.07 0.84 0.40 0.29 0.39 0.87 0.75 Control Delay 55.5 5.1 12.2 35.9 4.0 59.0 41.7 69.2 28.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.5 5.1 12.2 35.9 4.0 59.0 41.7 69.2 28.1 LOS E A B D A E D E C Approach Delay 11.1 30.6 46.1 46.9 Approach LOS B C D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 118 (98%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 27.5 Intersection LOS: C Intersection Capacity Utilization 81.6% ICU Level of Service D Analysis Period (min) 15 and Phases: 3: Kimball Ave S & SH 26 5 1 06 Existing (2021) PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) PM Peak Hour 4: Mustang Ct & Southwestern Ave 1I11/03/2021 -11 --1. 4--- t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 0 7 3 19 1 0 5 0 4 0 0 0 Future Volume (vph) 0 7 3 19 1 0 5 0 4 0 0 0 Peak Hour Factor 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 Hourly flow rate (vph) 0 11 5 29 2 0 8 0 6 0 0 0 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 16 31 14 0 Volume Left (vph) 0 29 8 0 Volume Right (vph) 5 0 6 0 Hadj (s) 0.67 0.71 1.18 0.00 Departure Headway (s) 4.6 4.7 5.2 4.0 Degree Utilization, x 0.02 0.04 0.02 0.00 Capacity (veh/h) 766 764 677 886 Control Delay (s) 7.7 7.9 8.3 7.0 Approach Delay (s) 7.7 7.9 8.3 0.0 Approach LOS A A A A Intersection Summary Delay 7.9 Level of Service A Intersection Capacity Utilization 17.8% ICU Level of Service A Analysis Period (min) 15 Existing (2021) PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Existing (2021) PM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/03/2021 Intersection Int Delay, s/veh 2.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 23 0 21 18 0 26 32 551 16 24 665 36 Future Vol, veh/h 23 0 21 18 0 26 32 551 16 24 665 36 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 24 0 22 19 0 28 34 586 17 26 707 38 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1455 1449 726 1452 1460 595 745 0 0 603 0 0 Stage 1 778 778 - 663 663 - - - - - - - Stage 2 677 671 - 789 797 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.24 4.13 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.336 2.227 2.218 - Pot Cap-1 Maneuver 108 131 425 108 129 501 858 - 975 - Stage 1 389 407 - 450 459 - - - - - Stage 2 443 455 - 384 399 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 94 118 425 94 116 501 858 - 975 - Mov Cap-2 Maneuver 94 118 - 94 116 - - - - - Stage 1 366 388 - 423 431 - - - Stage 2 393 428 - 347 381 - - - Approach EB WB NB SB HCM Control Delay, s 39.5 31.7 0.5 0.3 HCM LOS E D Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 858 - 150 181 975 - HCM Lane V/C Ratio 0.04 - 0.312 0.259 0.026 - HCM Control Delay (s) 9.4 0 39.5 31.7 8.8 0 - HCM Lane LOS A A E D A A - HCM 95th %tile Q(veh) 0.1 - 1.2 1 0.1 - - Existing (2021) PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background AM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /17/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 261 1851 209 165 744 141 166 171 371 121 88 Future Volume (vph) 261 1851 209 165 744 141 166 171 371 121 88 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 25.8 72.2 72.2 15.0 61.4 61.4 12.0 41.8 41.8 11.0 40.8 Total Split(%) 18.4% 51.6% 51.6% 10.7% 43.9% 43.9% 8.6% 29.9% 29.9% 7.9% 29.1% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 20.5 70.4 70.4 9.7 59.6 59.6 38.7 33.0 33.0 38.7 32.0 Actuated g/C Ratio 0.15 0.50 0.50 0.07 0.43 0.43 0.28 0.24 0.24 0.28 0.23 v/c Ratio 0.66 0.90 0.30 0.90 0.43 0.23 0.81 0.26 0.94 0.47 0.41 Control Delay 63.5 38.6 8.6 108.5 26.6 7.6 65.7 43.5 60.6 42.5 14.5 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 63.5 38.6 8.6 108.5 26.6 7.6 65.7 43.5 60.6 42.5 14.5 LOS E D A F C A E D E D B Approach Delay 38.7 37.1 57.7 22.6 Approach LOS D D E C Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 120 (86%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 125 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 39.8 Intersection LOS: D Intersection Capacity Utilization 101.9% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg I T*01 11 ■ O 06 05 0 7 os 2030 Background AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background AM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 3 5 1825 535 6 186 719 11 309 1 12 1 Future Volume (vph) 3 5 1825 535 6 186 719 11 309 1 12 1 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 65.0 65.0 25.0 25.0 78.0 78.0 35.0 35.0 15.0 15.0 Total Split (%) 8.6% 8.6% 46.4% 46.4% 17.9% 17.9% 55.7% 55.7% 25.0% 25.0% 10.7% 10.7% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 91.9 68.0 68.0 87.7 90.6 90.6 27.6 27.6 7.5 7.5 Actuated g/C Ratio 0.66 0.49 0.49 0.63 0.65 0.65 0.20 0.20 0.05 0.05 v/c Ratio 0.03 0.91 0.60 0.77 0.27 0.02 0.90 0.76 0.29 0.07 Control Delay 5.9 17.4 1.5 46.6 3.5 0.1 84.7 50.9 76.9 64.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 5.9 17.4 1.5 46.6 3.5 0.1 84.7 50.9 76.9 64.0 LOS A B A D A A F D E E Approach Delay 13.7 12.4 68.4 73.7 Approach LOS B B E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 56 (40%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 20.5 Intersection LOS: C Intersection Capacity Utilization 91.5% ICU Level of Service F Analysis Period (min) 15 2030 Background AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background AM Peak Hour 3: Kimball Ave S & SH 26 (F, 4--- , 11 /17/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 239 1797 5 27 864 354 7 19 336 27 Future Volume (vph) 2 239 1797 5 27 864 354 7 19 336 27 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 20.0 20.0 66.0 14.0 14.0 60.0 60.0 20.0 20.0 40.0 40.0 Total Split(%) 14.3% 14.3% 47.1% 10.0% 10.0% 42.9% 42.9% 14.3% 14.3% 28.6% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 83.7 77.8 84.8 62.3 62.3 6.6 6.6 32.4 32.4 Actuated g/C Ratio 0.60 0.56 0.61 0.44 0.44 0.05 0.05 0.23 0.23 v/c Ratio 0.76 0.84 0.26 0.50 0.48 0.11 0.20 0.82 0.76 Control Delay 37.3 10.1 34.7 30.2 4.2 66.1 56.9 67.7 56.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.3 10.1 34.7 30.2 4.2 66.1 56.9 67.7 56.9 LOS D B C C A E E E E Approach Delay 13.3 22.9 59.0 62.5 Approach LOS B C E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 118 (84%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.84 Intersection Signal Delay: 22.8 Intersection LOS: C Intersection Capacity Utilization 82.9% ICU Level of Service E Analysis Period (min) 15 2030 Background AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background AM Peak Hour 4: Mustang Ct & Southwestern Ave 1I11/17/2021 -11 --1. 4--- t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 0 13 8 11 9 0 3 1 10 0 1 0 Future Volume (vph) 0 13 8 11 9 0 3 1 10 0 1 0 Peak Hour Factor 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 0.67 Hourly flow rate (vph) 0 23 14 20 16 0 5 2 18 0 2 0 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 37 36 25 2 Volume Left (vph) 0 20 5 0 Volume Right (vph) 14 0 18 0 Hadj (s) 0.34 0.52 0.94 1.70 Departure Headway (s) 4.3 4.5 5.0 5.8 Degree Utilization, x 0.04 0.05 0.03 0.00 Capacity (vehlh) 816 785 698 600 Control Delay (s) 7.6 7.7 8.2 8.8 Approach Delay (s) 7.6 7.7 8.2 8.8 Approach LOS A A A A Intersection Summary Delay 7.8 Level of Service A Intersection Capacity Utilization 18.9% ICU Level of Service A Analysis Period (min) 15 2030 Background AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background AM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 1I11/17/2021 -11 --1. 4--- t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 30 1 26 2 1 7 27 558 17 15 388 36 Future Volume (Veh/h) 30 1 26 2 1 7 27 558 17 15 388 36 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 38 1 32 2 1 9 34 698 21 19 485 45 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1332 1332 508 1354 1344 708 530 719 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1332 1332 508 1354 1344 708 530 719 tC, single (s) 7.1 6.5 6.3 7.1 6.5 6.2 4.2 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.4 3.5 4.0 3.3 2.3 2.2 p0 queue free % 69 99 94 98 99 98 97 98 cM capacity (veh/h) 122 146 553 114 143 434 993 882 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 71 12 753 549 Volume Left 38 2 34 19 Volume Right 32 9 21 45 cSH 189 265 993 882 Volume to Capacity 0.38 0.05 0.03 0.02 Queue Length 95th (ft) 41 4 3 2 Control Delay (s) 35.1 19.2 0.9 0.6 Lane LOS E C A A Approach Delay (s) 35.1 19.2 0.9 0.6 Approach LOS E C Intersection Summary Average Delay 2.7 Intersection Capacity Utilization 65.4% ICU Level of Service C Analysis Period (min) 15 2030 Background AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background AM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/17/2021 Intersection Int Delay, s/veh 2.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 1 26 2 1 7 27 558 17 15 388 36 Future Vol, veh/h 30 1 26 2 1 7 27 558 17 15 388 36 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 38 1 33 3 1 9 34 698 21 19 485 45 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1328 1333 508 1340 1345 709 530 0 0 719 0 0 Stage 1 546 546 - 777 777 - - - - - - - Stage 2 782 787 - 563 568 - - - - - Critical Hdwy 7.13 6.52 6.28 7.12 6.52 6.22 4.21 - 4.12 - Critical Hdwy Stg 1 6.13 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.13 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.527 4.018 3.372 3.518 4.018 3.318 2.299 2.218 - Pot Cap-1 Maneuver 132 154 553 130 151 434 993 - 882 - Stage 1 520 518 - 390 407 - - - - - Stage 2 386 403 - 511 506 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 120 141 553 113 138 434 993 - 882 - Mov Cap-2 Maneuver 120 141 - 113 138 - - - - - Stage 1 490 502 - 368 384 - - - Stage 2 355 380 - 465 490 - - - Approach EB WB NB SB HCM Control Delay, s 35.6 20.6 0.4 0.3 HCM LOS E C Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity (veh/h) 993 - 187 243 882 - HCM Lane V/C Ratio 0.034 - 0.381 0.051 0.021 - HCM Control Delay (s) 8.8 0 35.6 20.6 9.2 0 - HCM Lane LOS A A E C A A - HCM 95th %tile Q(veh) 0.1 - 1.7 0.2 0.1 - - 2030 Background AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background PM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /17/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 269 947 102 256 1799 137 118 190 194 146 265 Future Volume (vph) 269 947 102 256 1799 137 118 190 194 146 265 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 19.0 59.0 59.0 26.0 66.0 66.0 13.0 43.0 43.0 12.0 42.0 Total Split (%) 13.6% 42.1 % 42.1 % 18.6% 47.1 % 47.1 % 9.3% 30.7% 30.7% 8.6% 30.0% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 17.2 58.2 58.2 20.7 61.7 61.7 39.9 33.2 33.2 39.9 32.2 Actuated g/C Ratio 0.12 0.42 0.42 0.15 0.44 0.44 0.28 0.24 0.24 0.28 0.23 v/c Ratio 0.82 0.57 0.18 0.64 1.01 0.23 0.99 0.29 0.44 0.56 0.86 Control Delay 76.0 33.2 5.0 43.0 42.1 2.3 111.0 43.8 7.1 44.8 48.6 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 76.0 33.2 5.0 43.0 42.1 2.3 111.0 43.8 7.1 44.8 48.6 LOS E C A D D A F D A D D Approach Delay 39.9 39.7 45.4 47.8 Approach LOS D D D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 112 (80%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.01 Intersection Signal Delay: 41.6 Intersection LOS: D Intersection Capacity Utilization 98.7% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg I T*01 03 T 04 05 =06 07 08 2030 Background PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background PM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 1 967 319 1 189 1819 3 350 1 6 1 Future Volume (vph) 4 1 967 319 1 189 1819 3 350 1 6 1 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 58.0 58.0 22.0 22.0 68.0 68.0 40.0 40.0 20.0 20.0 Total Split (%) 8.6% 8.6% 41.4% 41.4% 15.7% 15.7% 48.6% 48.6% 28.6% 28.6% 14.3% 14.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 91.5 70.5 70.5 87.2 90.2 90.2 31.1 31.1 6.7 6.7 Actuated g/C Ratio 0.65 0.50 0.50 0.62 0.64 0.64 0.22 0.22 0.05 0.05 v/c Ratio 0.05 0.48 0.41 0.70 0.71 0.00 0.87 0.79 0.15 0.10 Control Delay 29.5 38.8 20.1 17.6 5.1 0.0 75.9 56.8 69.8 66.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.5 38.8 20.1 17.6 5.1 0.0 75.9 56.8 69.8 66.1 LOS C D C B A A E E E E Approach Delay 34.1 6.3 66.7 68.1 Approach LOS C A E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 71 (51 %), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 23.8 Intersection LOS: C Intersection Capacity Utilization 83.5% ICU Level of Service E Analysis Period (min) 15 2030 Background PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background PM Peak Hour 3: Kimball Ave S & SH 26 11 /17/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 155 1125 3 13 1731 338 31 64 337 19 Future Volume (vph) 2 155 1125 3 13 1731 338 31 64 337 19 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 18.0 18.0 71.0 12.0 12.0 65.0 65.0 20.0 20.0 37.0 37.0 Total Split (%) 12.9% 12.9% 50.7% 8.6% 8.6% 46.4% 46.4% 14.3% 14.3% 26.4% 26.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 78.0 76.1 80.1 61.8 61.8 8.8 8.8 31.4 31.4 Actuated g/C Ratio 0.56 0.54 0.57 0.44 0.44 0.06 0.06 0.22 0.22 v/c Ratio 0.77 0.53 0.10 0.97 0.46 0.35 0.47 1.04 0.93 Control Delay 47.9 16.6 15.7 52.3 3.9 70.8 50.0 109.1 56.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.9 16.6 15.7 52.3 3.9 70.8 50.0 109.1 56.6 LOS D B B D A E D F E Approach Delay 20.4 44.2 55.3 80.6 Approach LOS C D E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 1 (1 %), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 42.8 Intersection LOS: D Intersection Capacity Utilization 95.0% ICU Level of Service F Analysis Period (min) 15 2030 Background PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background PM Peak Hour 4: Mustang Ct & Southwestern Ave 1I11/17/2021 -11 --1. 4--- t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Yield Yield Yield Yield Traffic Volume (vph) 0 7 3 19 1 0 5 0 4 0 0 0 Future Volume (vph) 0 7 3 19 1 0 5 0 4 0 0 0 Peak Hour Factor 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 0.65 Hourly flow rate (vph) 0 13 6 35 2 0 9 0 7 0 0 0 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 19 37 16 0 Volume Left (vph) 0 35 9 0 Volume Right (vph) 6 0 7 0 Hadj (s) 0.67 0.70 1.17 0.00 Departure Headway (s) 4.7 4.7 5.2 4.1 Degree Utilization, x 0.02 0.05 0.02 0.00 Capacity (vehlh) 764 764 674 880 Control Delay (s) 7.8 7.9 8.3 7.1 Approach Delay (s) 7.8 7.9 8.3 0.0 Approach LOS A A A A Intersection Summary Delay 8.0 Level of Service A Intersection Capacity Utilization 18.0% ICU Level of Service A Analysis Period (min) 15 2030 Background PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background PM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 1I11/17/2021 -11 --1. 4--- t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 23 0 21 18 0 26 32 551 16 24 665 36 Future Volume (Veh/h) 23 0 21 18 0 26 32 551 16 24 665 36 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 0.94 Hourly flow rate (vph) 29 0 27 23 0 33 41 703 20 31 849 46 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1762 1739 872 1756 1752 713 895 723 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1762 1739 872 1756 1752 713 895 723 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 49 100 92 60 100 92 95 96 cM capacity (veh/h) 57 79 350 57 78 428 754 879 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 56 56 764 926 Volume Left 29 23 41 31 Volume Right 27 33 20 46 cSH 95 117 754 879 Volume to Capacity 0.59 0.48 0.05 0.04 Queue Length 95th (ft) 69 54 4 3 Control Delay (s) 86.8 61.4 1.4 1.0 Lane LOS F F A A Approach Delay (s) 86.8 61.4 1.4 1.0 Approach LOS F F Intersection Summary Average Delay 5.7 Intersection Capacity Utilization 64.9% ICU Level of Service C Analysis Period (min) 15 2030 Background PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) 2030 Background PM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/17/2021 Intersection Int Delay, s/veh 5.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 23 0 21 18 0 26 32 551 16 24 665 36 Future Vol, veh/h 23 0 21 18 0 26 32 551 16 24 665 36 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 29 0 27 23 0 33 41 703 20 31 849 46 Major/Minor Minor2 Minorl Majorl Major2 Conflicting Flow All 1746 1739 872 1743 1752 713 895 0 0 723 0 0 Stage 1 934 934 - 795 795 - - - - - - - Stage 2 812 805 - 948 957 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.24 4.13 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.336 2.227 2.218 - Pot Cap-1 Maneuver 68 87 350 68 85 428 754 - 879 - Stage 1 319 345 - 381 399 - - - - - Stage 2 373 395 - 313 336 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 55 73 350 55 72 428 754 - 879 - Mov Cap-2 Maneuver 55 73 - 55 72 - - - - - Stage 1 290 321 - 346 363 - - - Stage 2 313 359 - 269 312 - - - Approach EB WB NB SB HCM Control Delay, s 92.3 64.9 0.5 0.3 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLnlWBLnl SBL SBT SBR Capacity (veh/h) 754 - 92 113 879 - HCM Lane V/C Ratio 0.054 - 0.611 0.497 0.035 - HCM Control Delay (s) 10 0 92.3 64.9 9.2 0 - HCM Lane LOS B A F F A A - HCM 95th %tile Q(veh) 0.2 - 2.9 2.3 0.1 - - 2030 Background PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 367 2288 250 204 906 185 198 229 473 175 113 Future Volume (vph) 367 2288 250 204 906 185 198 229 473 175 113 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 27.0 70.0 70.0 18.0 61.0 61.0 18.0 42.0 42.0 10.0 34.0 Total Split(%) 19.3% 50.0% 50.0% 12.9% 43.6% 43.6% 12.9% 30.0% 30.0% 7.1% 24.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 21.3 68.2 68.2 12.3 59.2 59.2 38.3 33.2 33.2 38.3 25.6 Actuated g/C Ratio 0.15 0.49 0.49 0.09 0.42 0.42 0.27 0.24 0.24 0.27 0.18 v/c Ratio 0.74 0.96 0.31 0.74 0.44 0.25 0.76 0.29 0.94 0.59 0.50 Control Delay 66.2 46.3 9.8 87.2 23.0 8.6 56.8 43.8 58.3 49.0 17.7 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 66.2 46.3 9.8 87.2 23.0 8.6 56.8 43.8 58.3 49.0 17.7 LOS E D A F C A E D E D B Approach Delay 45.7 31.1 54.3 27.6 Approach LOS D C D C Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 126 (90%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.96 Intersection Signal Delay: 42.0 Intersection LOS: D Intersection Capacity Utilization 106.7% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 T*�31 03 T 04 06 05 0J 08 Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 134 2185 643 7 222 865 157 375 50 44 12 Future Volume (vph) 4 134 2185 643 7 222 865 157 375 50 44 12 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 64.0 64.0 21.0 21.0 73.0 73.0 35.0 35.0 20.0 20.0 Total Split (%) 8.6% 8.6% 45.7% 45.7% 15.0% 15.0% 52.1 % 52.1 % 25.0% 25.0% 14.3% 14.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 80.7 65.0 65.0 80.7 72.5 72.5 28.7 28.7 11.0 11.0 Actuated g/C Ratio 0.58 0.46 0.46 0.58 0.52 0.52 0.20 0.20 0.08 0.08 v/c Ratio 0.53 0.94 0.61 0.93 0.34 0.30 0.94 0.83 0.58 0.42 Control Delay 11.7 20.2 1.2 68.5 5.4 1.1 90.9 62.1 89.8 72.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.7 20.2 1.2 68.5 5.4 1.1 90.9 62.1 89.8 72.2 LOS B C A E A A F E F E Approach Delay 15.7 16.4 76.9 81.0 Approach LOS B B E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 55 (39%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 24.7 Intersection LOS: C Intersection Capacity Utilization 94.9% ICU Level of Service F Analysis Period (min) 15 Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 291 2179 6 32 1163 424 8 23 405 32 Future Volume (vph) 2 291 2179 6 32 1163 424 8 23 405 32 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 20.0 20.0 66.0 14.0 14.0 60.0 60.0 20.0 20.0 40.0 40.0 Total Split(%) 14.3% 14.3% 47.1% 10.0% 10.0% 42.9% 42.9% 14.3% 14.3% 28.6% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 82.9 77.0 84.0 58.3 58.3 6.6 6.6 33.2 33.2 Actuated g/C Ratio 0.59 0.55 0.60 0.42 0.42 0.05 0.05 0.24 0.24 v/c Ratio 0.78 0.86 0.26 0.60 0.50 0.11 0.20 0.82 0.77 Control Delay 48.0 10.7 34.7 33.9 4.4 66.1 56.9 67.5 55.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 48.0 10.7 34.7 33.9 4.4 66.1 56.9 67.5 55.9 LOS D B C C A E E E E Approach Delay 15.0 26.2 59.0 61.9 Approach LOS B C E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 120 (86%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 24.9 Intersection LOS: C Intersection Capacity Utilization 84.0% ICU Level of Service E Analysis Period (min) 15 Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 4: Mustang Ct & Southwestern Ave 11/18/2021 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 16 10 13 11 0 4 322 12 0 70 0 Future Vol, veh/h 0 16 10 13 11 0 4 322 12 0 70 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 67 67 67 67 67 67 67 67 67 67 67 67 Heavy Vehicles, % 2 15 63 34 11 2 100 100 70 2 100 2 Mvmt Flow 0 24 15 19 16 0 6 481 18 0 104 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 614 615 104 626 606 490 104 0 0 499 0 0 Stage 1 104 104 - 502 502 - - - - - - - Stage 2 510 511 - 124 104 - - - - - Critical Hdwy 7.12 6.65 6.83 7.44 6.61 6.22 5.1 - 4.12 - Critical Hdwy Stg 1 6.12 5.65 - 6.44 5.61 - - - - - Critical Hdwy Stg 2 6.12 5.65 - 6.44 5.61 - - - - - Follow-up Hdwy 3.518 4.135 3.867 3.806 4.099 3.318 3.1 2.218 - Pot Cap-1 Maneuver 404 390 808 355 400 578 1048 - 1065 - Stage 1 902 785 - 497 527 - - - - - Stage 2 546 516 - 808 792 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 389 387 808 330 397 578 1048 - 1065 - Mov Cap-2 Maneuver 389 387 - 330 397 - - - - - Stage 1 895 785 - 493 523 - - - Stage 2 525 512 - 769 792 - - - Approach EB WB NB SB HCM Control Delay, s 13.1 16.2 0.1 0 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1048 - 484 358 1065 - HCM Lane V/C Ratio 0.006 - 0.08 0.1 - - HCM Control Delay (s) 8.5 0 13.1 16.2 0 - HCM Lane LOS A A B C A - HCM 95th %tile Q(veh) 0 - 0.3 0.3 0 - Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 10.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 40 1 34 16 1 29 33 698 87 123 561 45 Future Vol, veh/h 40 1 34 16 1 29 33 698 87 123 561 45 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 42 1 35 17 1 30 34 727 91 128 584 47 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1720 1750 608 1723 1728 773 631 0 0 818 0 0 Stage 1 864 864 - 841 841 - - - - - - - Stage 2 856 886 - 882 887 - - - - - Critical Hdwy 7.13 6.52 6.28 7.12 6.52 6.22 4.21 - 4.12 - Critical Hdwy Stg 1 6.13 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.13 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.527 4.018 3.372 3.518 4.018 3.318 2.299 2.218 - Pot Cap-1 Maneuver 70 86 485 70 88 399 910 - 810 - Stage 1 347 371 - 359 380 - - - - - Stage 2 351 363 - 341 362 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 49 60 485 49 62 399 910 - 810 - Mov Cap-2 Maneuver 49 60 - 49 62 - - - - - Stage 1 323 280 - 334 353 - - - Stage 2 301 338 - 238 273 - - - Approach EB WB NB SB HCM Control Delay, s 171.3 60.1 0.4 1.7 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 910 - 83 111 810 - HCM Lane V/C Ratio 0.038 - 0.941 0.432 0.158 - HCM Control Delay (s) 9.1 0 171.3 60.1 10.3 0 - HCM Lane LOS A A F F B A - HCM 95th %tile Q(veh) 0.1 - 5.1 1.8 0.6 - - Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 19: Brumlow Ave & Municipal S Dwy 11/18/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 2 812 2 7 552 Future Vol, veh/h 0 2 812 2 7 552 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 0 2 883 2 8 600 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1500 884 0 0 885 0 Stage 1 884 - - - - - Stage 2 616 - - - Critical Hdwy 6.42 6.22 - 4.12 Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 - 2.218 Pot Cap-1 Maneuver 134 344 - 765 Stage 1 404 - - - Stage 2 539 - - - Platoon blocked, % - Mov Cap-1 Maneuver 132 344 - 765 Mov Cap-2 Maneuver 132 - - - Stage 1 404 - - Stage 2 530 - - Approach WB NB SB HCM Control Delay, s 15.5 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 344 765 HCM Lane V/C Ratio - 0.006 0.01 HCM Control Delay (s) - 15.5 9.8 0 HCM Lane LOS - C A A HCM 95th %tile Q(veh) - 0 0 - Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 21: Brumlow Ave & Municipal N Dwy 11/18/2021 Intersection Int Delay, s/veh 0.8 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r Traffic Vol, veh/h 4 17 798 16 66 555 Future Vol, veh/h 4 17 798 16 66 555 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 4 18 867 17 72 603 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1623 876 0 0 884 0 Stage 1 876 - - - - - Stage 2 747 - - - Critical Hdwy 6.52 6.32 - 4.22 Critical Hdwy Stg 1 5.52 - - - Critical Hdwy Stg 2 5.52 - - - Follow-up Hdwy 3.608 3.408 - 2.308 Pot Cap-1 Maneuver 107 334 - 725 Stage 1 391 - - - Stage 2 451 - - - Platoon blocked, % - Mov Cap-1 Maneuver 91 334 - 725 Mov Cap-2 Maneuver 91 - - - Stage 1 391 - - Stage 2 384 - - Approach WB NB SB HCM Control Delay, s 22.1 0 1.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 91 334 725 - HCM Lane V/C Ratio - 0.048 0.055 0.099 - HCM Control Delay (s) - 46.5 16.4 10.5 0 HCM Lane LOS - E C B A HCM 95th %tile Q(veh) - 0.1 0.2 0.3 - Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour 23: Brumlow Ave & Residential Dwy 11/18/2021 Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations y *' Traffic Vol, veh/h 7 12 4 811 609 2 Future Vol, veh/h 7 12 4 811 609 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 8 13 4 882 662 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1553 663 664 0 - 0 Stage 1 663 - - - - - Stage 2 890 - - - Critical Hdwy 6.42 6.22 4.12 - Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 2.218 - Pot Cap-1 Maneuver 125 461 925 - Stage 1 512 - - - Stage 2 401 - - - Platoon blocked, % - Mov Cap-1 Maneuver 124 461 925 - Mov Cap-2 Maneuver 124 - - - Stage 1 508 - - Stage 2 401 - - Approach EB NB SB HCM Control Delay, s 22.2 0 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 925 - 230 - HCM Lane V/C Ratio 0.005 - 0.09 - HCM Control Delay (s) 8.9 0 22.2 - HCM Lane LOS A A C - HCM 95th %tile Q(veh) 0 - 0.3 - Scenario 1 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 353 1163 122 337 2227 193 141 240 244 192 343 Future Volume (vph) 353 1163 122 337 2227 193 141 240 244 192 343 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 22.0 66.0 66.0 21.0 65.0 65.0 13.0 41.0 41.0 12.0 40.0 Total Split (%) 15.7% 47.1 % 47.1 % 15.0% 46.4% 46.4% 9.3% 29.3% 29.3% 8.6% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 17.0 62.2 62.2 15.7 61.0 61.0 40.9 34.2 34.2 40.9 33.2 Actuated g/C Ratio 0.12 0.44 0.44 0.11 0.44 0.44 0.29 0.24 0.24 0.29 0.24 v/c Ratio 0.91 0.54 0.17 0.93 1.06 0.27 0.99 0.29 0.44 0.61 0.91 Control Delay 86.4 29.8 4.3 53.2 50.1 1.9 109.0 43.7 7.3 47.2 51.7 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 86.4 29.8 4.3 53.2 50.1 1.9 109.0 43.7 7.3 47.2 51.7 LOS F C A D D A F D A D D Approach Delay 40.3 47.1 44.2 50.8 Approach LOS D D D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 112 (80%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.06 Intersection Signal Delay: 45.6 Intersection LOS: D Intersection Capacity Utilization 103.3% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg ■* , 03 04 56 s3J 08 Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 50 1162 387 1 226 2179 66 422 23 154 52 Future Volume (vph) 5 50 1162 387 1 226 2179 66 422 23 154 52 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 58.0 58.0 19.0 19.0 65.0 65.0 38.0 38.0 25.0 25.0 Total Split (%) 8.6% 8.6% 41.4% 41.4% 13.6% 13.6% 46.4% 46.4% 27.1 % 27.1 % 17.9% 17.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 67.5 52.7 52.7 66.4 62.1 62.1 31.0 31.0 20.8 20.8 Actuated g/C Ratio 0.48 0.38 0.38 0.47 0.44 0.44 0.22 0.22 0.15 0.15 v/c Ratio 0.43 0.65 0.49 0.96 1.03 0.12 0.92 0.81 1.02 0.91 Control Delay 46.1 53.9 23.7 33.7 28.7 0.0 82.7 61.0 135.4 100.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.1 53.9 23.7 33.7 28.7 0.0 82.7 61.0 135.4 100.5 LOS D D C C C A F E F F Approach Delay 46.3 28.3 72.3 116.3 Approach LOS D C E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 70 (50%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.03 Intersection Signal Delay: 45.4 Intersection LOS: D Intersection Capacity Utilization 93.0% ICU Level of Service F Analysis Period (min) 15 Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Future Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 18.0 18.0 71.0 12.0 12.0 65.0 65.0 20.0 20.0 37.0 37.0 Total Split (%) 12.9% 12.9% 50.7% 8.6% 8.6% 46.4% 46.4% 14.3% 14.3% 26.4% 26.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 78.1 76.2 80.2 59.9 59.9 8.7 8.7 31.4 31.4 Actuated g/C Ratio 0.56 0.54 0.57 0.43 0.43 0.06 0.06 0.22 0.22 v/c Ratio 0.77 0.58 0.12 1.03 0.46 0.35 0.47 1.04 0.94 Control Delay 67.1 8.6 17.1 66.7 3.9 71.0 49.9 109.1 57.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.1 8.6 17.1 66.7 3.9 71.0 49.9 109.1 57.8 LOS E A B E A E D F E Approach Delay 15.7 56.3 55.3 81.0 Approach LOS B E E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 46.7 Intersection LOS: D Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 4: Mustang Ct & Southwestern Ave 11/18/2021 Intersection Int Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 8 4 23 1 0 6 132 5 0 327 0 Future Vol, veh/h 0 8 4 23 1 0 6 132 5 0 327 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 65 65 65 65 65 65 65 65 65 65 65 65 Heavy Vehicles, % 2 43 67 26 100 2 80 2 75 2 2 2 Mvmt Flow 0 12 6 35 2 0 9 203 8 0 503 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 729 732 503 737 728 207 503 0 0 211 0 0 Stage 1 503 503 - 225 225 - - - - - - - Stage 2 226 229 - 512 503 - - - - - Critical Hdwy 7.12 6.93 6.87 7.36 7.5 6.22 4.9 - 4.12 - Critical Hdwy Stg 1 6.12 5.93 - 6.36 6.5 - - - - - Critical Hdwy Stg 2 6.12 5.93 - 6.36 6.5 - - - - - Follow-up Hdwy 3.518 4.387 3.903 3.734 4.9 3.318 2.92 2.218 - Pot Cap-1 Maneuver 338 303 458 306 254 833 757 - 1360 - Stage 1 551 479 - 726 568 - - - - - Stage 2 777 645 - 503 409 - - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 333 299 458 289 251 833 757 - 1360 Mov Cap-2 Maneuver 333 299 - 289 251 - - - - - Stage 1 544 479 - 717 561 - - - - Stage 2 765 637 - 483 409 - - - Approach EB WB NB SB HCM Control Delay, s 16.3 19.4 0.4 0 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 757 - 338 287 1360 - HCM Lane V/C Ratio 0.012 - 0.055 0.129 - - HCM Control Delay (s) 9.8 0 16.3 19.4 0 - HCM Lane LOS A A C C A - HCM 95th %tile Q(veh) 0 - 0.2 0.4 0 - Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 160.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 30 0 27 92 0 141 41 748 52 81 821 48 Future Vol, veh/h 30 0 27 92 0 141 41 748 52 81 821 48 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 32 0 29 98 0 150 44 796 55 86 873 51 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2058 2010 899 1997 2008 824 924 0 0 851 0 0 Stage 1 1071 1071 - 912 912 - - - - - - - Stage 2 987 939 - 1085 1096 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.24 4.13 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.336 2.227 2.218 - Pot Cap-1 Maneuver 41 59 338 — 45 59 370 735 - 788 - Stage 1 267 297 - 328 353 - - - - - Stage 2 298 343 - 262 289 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver — 18 40 338 — 31 40 370 735 - 788 - Mov Cap-2 Maneuver —18 40 - — 31 40 - - - - - Stage 1 236 230 - 290 312 - - - Stage 2 157 304 - 185 223 - - - Approach EB WB NB SB HCM Control Delay, s$ 657.1 $ 1267.6 0.5 0.9 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 735 - 33 70 788 - HCM Lane V/C Ratio 0.059 - 1.838 3.541 0.109 - HCM Control Delay (s) 10.2 0 $ 657.$1267.6 10.1 0 - HCM Lane LOS B A F F B A - HCM 95th %tile Q(veh) 0.2 - 6.8 25.8 0.4 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 19: Brumlow Ave & Municipal S Dwy 11/18/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 2 6 789 0 1 941 Future Vol, veh/h 2 6 789 0 1 941 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 2 7 858 0 1 1023 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1883 858 0 0 858 0 Stage 1 858 - - - - - Stage 2 1025 - - - Critical Hdwy 6.42 6.22 - 4.12 Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 - 2.218 Pot Cap-1 Maneuver 78 357 - 783 Stage 1 415 - - - Stage 2 346 - - - Platoon blocked, % - Mov Cap-1 Maneuver 78 357 - 783 Mov Cap-2 Maneuver 78 - - - Stage 1 415 - - Stage 2 345 - - Approach WB NB SB HCM Control Delay, s 25.1 0 0 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 188 783 HCM Lane V/C Ratio - 0.046 0.001 HCM Control Delay (s) - 25.1 9.6 0 HCM Lane LOS - D A A HCM 95th %tile Q(veh) - 0.1 0 - Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 21: Brumlow Ave & Municipal N Dwy 11/18/2021 Intersection Int Delay, s/veh 1.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r Traffic Vol, veh/h 15 58 792 3 12 927 Future Vol, veh/h 15 58 792 3 12 927 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 16 63 861 3 13 1008 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1897 863 0 0 864 0 Stage 1 863 - - - - - Stage 2 1034 - - - Critical Hdwy 6.52 6.32 - 4.22 Critical Hdwy Stg 1 5.52 - - - Critical Hdwy Stg 2 5.52 - - - Follow-up Hdwy 3.608 3.408 - 2.308 Pot Cap-1 Maneuver 72 340 - 738 Stage 1 397 - - - Stage 2 328 - - - Platoon blocked, % - Mov Cap-1 Maneuver 69 340 - 738 Mov Cap-2 Maneuver 69 - - - Stage 1 397 - - Stage 2 315 - - Approach WB NB SB HCM Control Delay, s 29.2 0 0.1 HCM LOS D Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 69 340 738 - HCM Lane V/C Ratio - 0.236 0.185 0.018 - HCM Control Delay (s) - 72.6 18 10 0 HCM Lane LOS - F C A A HCM 95th %tile Q(veh) - 0.8 0.7 0.1 - Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour 23: Brumlow Ave & Residential Dwy 11/18/2021 Intersection Int Delay, s/veh 0.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations y *' Traffic Vol, veh/h 4 7 13 838 932 7 Future Vol, veh/h 4 7 13 838 932 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 4 8 14 911 1013 8 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1956 1017 1021 0 - 0 Stage 1 1017 - - - - - Stage 2 939 - - - Critical Hdwy 6.42 6.22 4.12 - Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 2.218 - Pot Cap-1 Maneuver 70 288 680 - Stage 1 349 - - - Stage 2 380 - - - Platoon blocked, % - Mov Cap-1 Maneuver 67 288 680 - Mov Cap-2 Maneuver 67 - - - Stage 1 334 - - Stage 2 380 - - Approach EB NB SB HCM Control Delay, s 35.2 0.2 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 680 - 131 - HCM Lane V/C Ratio 0.021 - 0.091 - HCM Control Delay (s) 10.4 0 35.2 - HCM Lane LOS B A E - HCM 95th %tile Q(veh) 0.1 - 0.3 - Scenario 1 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 Future Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 27.0 70.0 70.0 18.0 61.0 61.0 18.0 42.0 42.0 10.0 34.0 Total Split(%) 19.3% 50.0% 50.0% 12.9% 43.6% 43.6% 12.9% 30.0% 30.0% 7.1% 24.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 21.2 69.7 69.7 12.2 60.7 60.7 36.9 31.7 31.7 36.9 24.1 Actuated g/C Ratio 0.15 0.50 0.50 0.09 0.43 0.43 0.26 0.23 0.23 0.26 0.17 v/c Ratio 0.84 0.92 0.30 0.73 0.41 0.15 0.80 0.32 0.93 0.54 0.54 Control Delay 73.1 40.5 9.5 86.7 21.3 4.6 62.8 45.3 55.0 47.3 19.1 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 73.1 40.5 9.5 86.7 21.3 4.6 62.8 45.3 55.0 47.3 19.1 LOS E D A F C A E D E D B Approach Delay 42.6 30.9 54.0 26.8 Approach LOS D C D C Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 126 (90%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 125 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 40.4 Intersection LOS: D Intersection Capacity Utilization 103.0% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 T*�31 03 T 04 06 05 07 08 Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 45 2183 640 7 222 804 211 369 56 48 15 Future Volume (vph) 4 45 2183 640 7 222 804 211 369 56 48 15 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 64.0 64.0 21.0 21.0 73.0 73.0 35.0 35.0 20.0 20.0 Total Split (%) 8.6% 8.6% 45.7% 45.7% 15.0% 15.0% 52.1 % 52.1 % 25.0% 25.0% 14.3% 14.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 81.4 64.7 64.7 80.4 75.9 75.9 28.8 28.8 11.3 11.3 Actuated g/C Ratio 0.58 0.46 0.46 0.57 0.54 0.54 0.21 0.21 0.08 0.08 v/c Ratio 0.18 0.95 0.61 0.92 0.30 0.37 0.95 0.82 0.62 0.23 Control Delay 7.0 21.7 1.4 67.9 4.8 1.7 91.7 60.9 102.7 73.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.0 21.7 1.4 67.9 4.8 1.7 91.7 60.9 102.7 73.3 LOS A C A E A A F E F E Approach Delay 16.9 15.9 76.8 92.0 Approach LOS B B E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 55 (39%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.95 Intersection Signal Delay: 25.5 Intersection LOS: C Intersection Capacity Utilization 94.8% ICU Level of Service F Analysis Period (min) 15 Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 3: Kimball Ave S & SH 26 (F, 4--- , 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 289 2183 6 32 1164 423 8 23 402 32 Future Volume (vph) 2 289 2183 6 32 1164 423 8 23 402 32 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 20.0 20.0 66.0 14.0 14.0 60.0 60.0 20.0 20.0 40.0 40.0 Total Split(%) 14.3% 14.3% 47.1% 10.0% 10.0% 42.9% 42.9% 14.3% 14.3% 28.6% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 83.4 77.5 84.5 58.8 58.8 6.6 6.6 32.7 32.7 Actuated g/C Ratio 0.60 0.55 0.60 0.42 0.42 0.05 0.05 0.23 0.23 v/c Ratio 0.77 0.85 0.26 0.60 0.49 0.11 0.20 0.82 0.76 Control Delay 47.5 10.3 34.4 33.6 4.4 66.1 56.9 67.6 56.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.5 10.3 34.4 33.6 4.4 66.1 56.9 67.6 56.7 LOS D B C C A E E E E Approach Delay 14.6 26.0 59.0 62.3 Approach LOS B C E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 120 (86%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 24.6 Intersection LOS: C Intersection Capacity Utilization 83.7% ICU Level of Service E Analysis Period (min) 15 Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 4: Mustang Ct & Southwestern Ave 11/18/2021 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 16 10 13 11 0 4 290 12 0 57 0 Future Vol, veh/h 0 16 10 13 11 0 4 290 12 0 57 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 67 67 67 67 67 67 67 67 67 67 67 67 Heavy Vehicles, % 2 15 63 34 11 2 100 100 70 2 100 2 Mvmt Flow 0 24 15 19 16 0 6 433 18 0 85 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 547 548 85 559 539 442 85 0 0 451 0 0 Stage 1 85 85 - 454 454 - - - - - - - Stage 2 462 463 - 105 85 - - - - - Critical Hdwy 7.12 6.65 6.83 7.44 6.61 6.22 5.1 - 4.12 - Critical Hdwy Stg 1 6.12 5.65 - 6.44 5.61 - - - - - Critical Hdwy Stg 2 6.12 5.65 - 6.44 5.61 - - - - - Follow-up Hdwy 3.518 4.135 3.867 3.806 4.099 3.318 3.1 2.218 - Pot Cap-1 Maneuver 448 426 829 395 437 615 1068 - 1109 - Stage 1 923 800 - 529 554 - - - - - Stage 2 580 543 - 828 807 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 432 423 829 369 434 615 1068 - 1109 - Mov Cap-2 Maneuver 432 423 - 369 434 - - - - - Stage 1 916 800 - 525 550 - - - - Stage 2 558 539 - 789 807 - - - Approach EB WB NB SB HCM Control Delay, s 12.5 15 0.1 0 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1068 - 521 396 1109 - HCM Lane V/C Ratio 0.006 - 0.074 0.09 - - HCM Control Delay (s) 8.4 0 12.5 15 0 - HCM Lane LOS A A B C A - HCM 95th %tile Q(veh) 0 - 0.2 0.3 0 - Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 39 1 33 16 1 20 33 708 60 75 618 44 Future Vol, veh/h 39 1 33 16 1 20 33 708 60 75 618 44 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 41 1 34 17 1 21 34 738 63 78 644 46 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1672 1692 667 1679 1684 770 690 0 0 801 0 0 Stage 1 823 823 - 838 838 - - - - - - - Stage 2 849 869 - 841 846 - - - - - Critical Hdwy 7.13 6.52 6.28 7.12 6.52 6.22 4.21 - 4.12 - Critical Hdwy Stg 1 6.13 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.13 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.527 4.018 3.372 3.518 4.018 3.318 2.299 2.218 - Pot Cap-1 Maneuver 76 93 448 75 94 401 864 - 822 - Stage 1 366 388 - 361 382 - - - - - Stage 2 354 369 - 359 378 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 59 73 448 57 74 401 864 - 822 - Mov Cap-2 Maneuver 59 73 - 57 74 - - - - - Stage 1 340 328 - 335 354 - - - Stage 2 311 342 - 279 319 - - - Approach EB WB NB SB HCM Control Delay, s 115.3 55.8 0.4 1 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 864 - 98 108 822 - HCM Lane V/C Ratio 0.04 - 0.776 0.357 0.095 - HCM Control Delay (s) 9.3 0 115.3 55.8 9.8 0 - HCM Lane LOS A A F F A A - HCM 95th %tile Q(veh) 0.1 - 4.1 1.4 0.3 - - Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 19: Brumlow Ave & Municipal S Dwy 11/18/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 2 809 2 7 538 Future Vol, veh/h 0 2 809 2 7 538 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 0 2 879 2 8 585 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1481 880 0 0 881 0 Stage 1 880 - - - - - Stage 2 601 - - - Critical Hdwy 6.42 6.22 - 4.12 Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 - 2.218 Pot Cap-1 Maneuver 138 346 - 767 Stage 1 406 - - - Stage 2 547 - - - Platoon blocked, % - Mov Cap-1 Maneuver 136 346 - 767 Mov Cap-2 Maneuver 136 - - - Stage 1 406 - - Stage 2 539 - - Approach WB NB SB HCM Control Delay, s 15.5 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 346 767 HCM Lane V/C Ratio - 0.006 0.01 HCM Control Delay (s) - 15.5 9.7 0 HCM Lane LOS - C A A HCM 95th %tile Q(veh) - 0 0 - Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 21: Brumlow Ave & Municipal N Dwy 11/18/2021 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r Traffic Vol, veh/h 2 17 803 8 66 543 Future Vol, veh/h 2 17 803 8 66 543 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 2 18 873 9 72 590 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1612 878 0 0 882 0 Stage 1 878 - - - - - Stage 2 734 - - - Critical Hdwy 6.52 6.32 - 4.22 Critical Hdwy Stg 1 5.52 - - - Critical Hdwy Stg 2 5.52 - - - Follow-up Hdwy 3.608 3.408 - 2.308 Pot Cap-1 Maneuver 109 333 - 726 Stage 1 390 - - - Stage 2 457 - - - Platoon blocked, % - Mov Cap-1 Maneuver 93 333 - 726 Mov Cap-2 Maneuver 93 - - - Stage 1 390 - - Stage 2 389 - - Approach WB NB SB HCM Control Delay, s 19.4 0 1.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 93 333 726 - HCM Lane V/C Ratio - 0.023 0.055 0.099 - HCM Control Delay (s) - 44.6 16.4 10.5 0 HCM Lane LOS - E C B A HCM 95th %tile Q(veh) - 0.1 0.2 0.3 - Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 2.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r Traffic Vol, veh/h 5 6 10 14 2 73 3 723 94 79 586 2 Future Vol, veh/h 5 6 10 14 2 73 3 723 94 79 586 2 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 None - None - None - None Storage Length - - 200 - - - Veh in Median Storage, # 0 - 0 - - 0 - 0 Grade, % 0 - 0 - - 0 - 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 5 7 11 15 2 79 3 786 102 86 637 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1694 1704 638 1662 1654 837 639 0 0 888 0 0 Stage 1 810 810 - 843 843 - - - - - - - Stage 2 884 894 - 819 811 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 - Pot Cap-1 Maneuver 73 91 477 77 98 367 945 - 763 - Stage 1 374 393 - 358 380 - - - - - Stage 2 340 360 - 369 393 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 48 75 477 61 80 367 945 - 763 - Mov Cap-2 Maneuver 48 75 - 61 80 - - - - - Stage 1 372 324 - 356 378 - - - Stage 2 263 358 - 291 324 - - - Approach EB WB NB SB HCM Control Delay, s 50.2 29.2 0 1.2 HCM LOS F D Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 945 - 102 63 367 763 - HCM Lane V/C Ratio 0.003 - 0.224 0.276 0.216 0.113 - HCM Control Delay (s) 8.8 0 50.2 82.6 17.5 10.3 0 HCM Lane LOS A A F F C B A HCM 95th %tile Q(veh) 0 - 0.8 1 0.8 0.4 - Scenario 2 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 Future Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 22.0 66.0 66.0 21.0 65.0 65.0 13.0 41.0 41.0 12.0 40.0 Total Split (%) 15.7% 47.1 % 47.1 % 15.0% 46.4% 46.4% 9.3% 29.3% 29.3% 8.6% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 17.0 61.0 61.0 15.7 59.7 59.7 42.1 35.4 35.4 42.1 34.4 Actuated g/C Ratio 0.12 0.44 0.44 0.11 0.43 0.43 0.30 0.25 0.25 0.30 0.25 v/c Ratio 0.97 0.54 0.17 0.88 1.06 0.16 0.99 0.29 0.42 0.55 0.96 Control Delay 97.0 30.4 4.3 52.7 52.3 0.6 109.0 43.2 7.1 43.9 59.4 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 97.0 30.4 4.3 52.7 52.3 0.6 109.0 43.2 7.1 43.9 59.4 LOS F C A D D A F D A D E Approach Delay 43.9 50.2 44.4 56.9 Approach LOS D D D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 112 (80%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.06 Intersection Signal Delay: 49.0 Intersection LOS: D Intersection Capacity Utilization 105.2% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg ■*i31 03 O4 56 s3J 08 Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 11 1157 382 1 226 2121 122 419 26 151 57 Future Volume (vph) 5 11 1157 382 1 226 2121 122 419 26 151 57 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 58.0 58.0 19.0 19.0 65.0 65.0 38.0 38.0 25.0 25.0 Total Split (%) 8.6% 8.6% 41.4% 41.4% 13.6% 13.6% 46.4% 46.4% 27.1 % 27.1 % 17.9% 17.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 69.6 52.7 52.7 66.4 66.9 66.9 30.9 30.9 20.9 20.9 Actuated g/C Ratio 0.50 0.38 0.38 0.47 0.48 0.48 0.22 0.22 0.15 0.15 v/c Ratio 0.13 0.64 0.48 0.97 0.93 0.20 0.91 0.83 1.00 0.44 Control Delay 39.1 53.8 24.4 36.7 11.7 0.1 82.4 62.3 130.8 62.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.1 53.8 24.4 36.7 11.7 0.1 82.4 62.3 130.8 62.2 LOS D D C D B A F E F E Approach Delay 46.4 13.4 72.7 103.4 Approach LOS D B E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 70 (50%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.00 Intersection Signal Delay: 36.0 Intersection LOS: D Intersection Capacity Utilization 89.3% ICU Level of Service E Analysis Period (min) 15 Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Future Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 18.0 18.0 71.0 12.0 12.0 65.0 65.0 20.0 20.0 37.0 37.0 Total Split (%) 12.9% 12.9% 50.7% 8.6% 8.6% 46.4% 46.4% 14.3% 14.3% 26.4% 26.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 78.1 76.2 80.2 59.9 59.9 8.7 8.7 31.4 31.4 Actuated g/C Ratio 0.56 0.54 0.57 0.43 0.43 0.06 0.06 0.22 0.22 v/c Ratio 0.77 0.58 0.12 1.03 0.46 0.35 0.47 1.04 0.94 Control Delay 67.2 8.7 17.1 66.7 3.9 71.0 49.9 109.1 57.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.2 8.7 17.1 66.7 3.9 71.0 49.9 109.1 57.8 LOS E A B E A E D F E Approach Delay 15.8 56.3 55.3 81.0 Approach LOS B E E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 46.7 Intersection LOS: D Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 4: Mustang Ct & Southwestern Ave 11/18/2021 Intersection Int Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 8 4 23 1 0 6 153 5 0 238 0 Future Vol, veh/h 0 8 4 23 1 0 6 153 5 0 238 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 65 65 65 65 65 65 65 65 65 65 65 65 Heavy Vehicles, % 2 43 67 26 100 2 80 2 75 2 2 2 Mvmt Flow 0 12 6 35 2 0 9 235 8 0 366 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 624 627 366 632 623 239 366 0 0 243 0 0 Stage 1 366 366 - 257 257 - - - - - - - Stage 2 258 261 - 375 366 - - - - - Critical Hdwy 7.12 6.93 6.87 7.36 7.5 6.22 4.9 - 4.12 - Critical Hdwy Stg 1 6.12 5.93 - 6.36 6.5 - - - - - Critical Hdwy Stg 2 6.12 5.93 - 6.36 6.5 - - - - - Follow-up Hdwy 3.518 4.387 3.903 3.734 4.9 3.318 2.92 2.218 - Pot Cap-1 Maneuver 398 351 556 361 298 800 866 - 1323 - Stage 1 653 557 - 697 547 - - - - - Stage 2 747 623 - 600 482 - - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 393 347 556 344 294 800 866 - 1323 - Mov Cap-2 Maneuver 393 347 - 344 294 - - - - - Stage 1 645 557 - 689 540 - - - - Stage 2 736 616 - 580 482 - - - Approach EB WB NB SB HCM Control Delay, s 14.5 16.8 0.3 0 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 866 - 397 342 1323 - HCM Lane V/C Ratio 0.011 - 0.047 0.108 - - HCM Control Delay (s) 9.2 0 14.5 16.8 0 - HCM Lane LOS A A B C A - HCM 95th %tile Q(veh) 0 - 0.1 0.4 0 - Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 126.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 29 0 26 92 0 91 41 807 39 57 847 46 Future Vol, veh/h 29 0 26 92 0 91 41 807 39 57 847 46 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 31 0 28 98 0 97 44 859 41 61 901 49 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2064 2036 926 2030 2040 880 950 0 0 900 0 0 Stage 1 1048 1048 - 968 968 - - - - - - - Stage 2 1016 988 - 1062 1072 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.24 4.13 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.336 2.227 2.218 - Pot Cap-1 Maneuver 40 57 326 — 42 57 343 719 - 755 - Stage 1 275 305 - 305 332 - - - - - Stage 2 287 325 - 270 297 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver — 23 41 326 — 30 41 343 719 - 755 - Mov Cap-2 Maneuver — 23 41 - — 30 41 - - - - - Stage 1 241 252 - 267 291 - - - Stage 2 180 285 - 204 246 - - - Approach EB WB NB SB HCM Control Delay, s$ 445.1 $1298.2 0.5 0.6 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 719 - 41 55 755 - HCM Lane V/C Ratio 0.061 - 1.427 3.54 0.08 - HCM Control Delay (s) 10.3 0 $ 445.$1298.2 10.2 0 - HCM Lane LOS B A F F B A - HCM 95th %tile Q(veh) 0.2 - 5.9 20.9 0.3 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 19: Brumlow Ave & Municipal S Dwy 11/18/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 6 741 0 1 995 Future Vol, veh/h 1 6 741 0 1 995 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 1 7 805 0 1 1082 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1889 805 0 0 805 0 Stage 1 805 - - - - - Stage 2 1084 - - - Critical Hdwy 6.42 6.22 - 4.12 Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 - 2.218 Pot Cap-1 Maneuver 77 382 - 819 Stage 1 440 - - - Stage 2 324 - - - Platoon blocked, % - Mov Cap-1 Maneuver 77 382 - 819 Mov Cap-2 Maneuver 77 - - - Stage 1 440 - - Stage 2 323 - - Approach WB NB SB HCM Control Delay, s 20.2 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 244 819 HCM Lane V/C Ratio - 0.031 0.001 HCM Control Delay (s) - 20.2 9.4 0 HCM Lane LOS - C A A HCM 95th %tile Q(veh) - 0.1 0 - Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 21: Brumlow Ave & Municipal N Dwy 11/18/2021 Intersection Int Delay, s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r Traffic Vol, veh/h 7 58 746 1 12 989 Future Vol, veh/h 7 58 746 1 12 989 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 8 63 811 1 13 1075 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1913 812 0 0 812 0 Stage 1 812 - - - - - Stage 2 1101 - - - Critical Hdwy 6.52 6.32 - 4.22 Critical Hdwy Stg 1 5.52 - - - Critical Hdwy Stg 2 5.52 - - - Follow-up Hdwy 3.608 3.408 - 2.308 Pot Cap-1 Maneuver 70 364 - 772 Stage 1 420 - - - Stage 2 305 - - - Platoon blocked, % - Mov Cap-1 Maneuver 67 364 - 772 Mov Cap-2 Maneuver 67 - - - Stage 1 420 - - Stage 2 292 - - Approach WB NB SB HCM Control Delay, s 22.2 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 67 364 772 - HCM Lane V/C Ratio - 0.114 0.173 0.017 - HCM Control Delay (s) - 65.5 17 9.7 0 HCM Lane LOS - F C A A HCM 95th %tile Q(veh) - 0.4 0.6 0.1 - Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 29.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r Traffic Vol, veh/h 3 4 6 70 7 136 10 749 46 34 925 5 Future Vol, veh/h 3 4 6 70 7 136 10 749 46 34 925 5 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 None - None - None - None Storage Length - - 200 - - - Veh in Median Storage, # 0 - 0 - - 0 - 0 Grade, % 0 - 0 - - 0 - 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 3 4 7 76 8 148 11 814 50 37 1005 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 2021 1968 1008 1948 1945 839 1010 0 0 864 0 0 Stage 1 1082 1082 - 861 861 - - - - - - - Stage 2 939 886 - 1087 1084 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 - Pot Cap-1 Maneuver 43 63 292 — 49 65 366 686 - 779 - Stage 1 263 294 - 350 372 - - - - - Stage 2 317 363 - 262 293 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 21 54 292 — 40 56 366 686 - 779 - Mov Cap-2 Maneuver 21 54 - — 40 56 - - - - - Stage 1 255 262 - 339 360 - - - Stage 2 179 352 - 225 261 - - - Approach EB WB NB SB HCM Control Delay, s 91.7 265 0.1 0.3 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 686 - 55 41 366 779 - HCM Lane V/C Ratio 0.016 - 0.257 2.041 0.404 0.047 - HCM Control Delay (s) 10.3 0 91.7$ 695.3 21.3 9.9 0 HCM Lane LOS B A F F C A A HCM 95th %tile Q(veh) 0 - 0.9 8.9 1.9 0.1 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 2 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 Future Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 27.0 70.0 70.0 18.0 61.0 61.0 18.0 42.0 42.0 10.0 34.0 Total Split(%) 19.3% 50.0% 50.0% 12.9% 43.6% 43.6% 12.9% 30.0% 30.0% 7.1% 24.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lead Lead Lag Lead Lead Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 21.2 69.7 69.7 12.2 60.7 60.7 36.9 31.7 31.7 36.9 24.1 Actuated g/C Ratio 0.15 0.50 0.50 0.09 0.43 0.43 0.26 0.23 0.23 0.26 0.17 v/c Ratio 0.84 0.92 0.30 0.73 0.41 0.15 0.80 0.32 0.93 0.54 0.54 Control Delay 73.1 40.5 9.5 86.8 21.4 4.6 62.8 45.3 55.0 47.3 19.1 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 73.1 40.5 9.5 86.8 21.4 4.6 62.8 45.3 55.0 47.3 19.1 LOS E D A F C A E D E D B Approach Delay 42.6 30.9 54.0 26.8 Approach LOS D C D C Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 126 (90%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 125 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 40.4 Intersection LOS: D Intersection Capacity Utilization 103.0% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 T*�31 03 T 04 06 05 07 08 Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 45 2183 640 7 222 804 200 369 56 46 15 Future Volume (vph) 4 45 2183 640 7 222 804 200 369 56 46 15 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 64.0 64.0 21.0 21.0 73.0 73.0 35.0 35.0 20.0 20.0 Total Split (%) 8.6% 8.6% 45.7% 45.7% 15.0% 15.0% 52.1 % 52.1 % 25.0% 25.0% 14.3% 14.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 81.5 64.8 64.8 80.5 75.9 75.9 28.8 28.8 11.2 11.2 Actuated g/C Ratio 0.58 0.46 0.46 0.58 0.54 0.54 0.21 0.21 0.08 0.08 v/c Ratio 0.18 0.95 0.61 0.92 0.30 0.36 0.95 0.82 0.60 0.23 Control Delay 7.0 21.5 1.4 67.8 4.5 1.4 91.7 60.9 95.3 67.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.0 21.5 1.4 67.8 4.5 1.4 91.7 60.9 95.3 67.8 LOS A C A E A A F E F E Approach Delay 16.8 15.8 76.8 85.1 Approach LOS B B E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 55 (39%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.95 Intersection Signal Delay: 25.3 Intersection LOS: C Intersection Capacity Utilization 94.8% ICU Level of Service F Analysis Period (min) 15 Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 3: Kimball Ave S & SH 26 (F, 4--- , 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 286 2183 6 32 1164 423 8 23 402 32 Future Volume (vph) 2 286 2183 6 32 1164 423 8 23 402 32 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 20.0 20.0 66.0 14.0 14.0 60.0 60.0 20.0 20.0 40.0 40.0 Total Split(%) 14.3% 14.3% 47.1% 10.0% 10.0% 42.9% 42.9% 14.3% 14.3% 28.6% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 83.8 77.9 84.8 59.3 59.3 6.6 6.6 32.4 32.4 Actuated g/C Ratio 0.60 0.56 0.61 0.42 0.42 0.05 0.05 0.23 0.23 v/c Ratio 0.76 0.85 0.25 0.59 0.49 0.11 0.20 0.82 0.75 Control Delay 47.2 10.1 34.2 33.3 4.4 66.1 56.9 67.7 56.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 47.2 10.1 34.2 33.3 4.4 66.1 56.9 67.7 56.7 LOS D B C C A E E E E Approach Delay 14.3 25.8 59.0 62.3 Approach LOS B C E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 120 (86%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 24.3 Intersection LOS: C Intersection Capacity Utilization 83.4% ICU Level of Service E Analysis Period (min) 15 Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 4: Mustang Ct & Southwestern Ave 11/18/2021 Intersection Int Delay, s/veh 1.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 16 10 13 11 0 4 279 12 0 54 0 Future Vol, veh/h 0 16 10 13 11 0 4 279 12 0 54 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 67 67 67 67 67 67 67 67 67 67 67 67 Heavy Vehicles, % 2 15 63 34 11 2 100 100 70 2 100 2 Mvmt Flow 0 24 15 19 16 0 6 416 18 0 81 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 526 527 81 538 518 425 81 0 0 434 0 0 Stage 1 81 81 - 437 437 - - - - - - - Stage 2 445 446 - 101 81 - - - - - Critical Hdwy 7.12 6.65 6.83 7.44 6.61 6.22 5.1 - 4.12 - Critical Hdwy Stg 1 6.12 5.65 - 6.44 5.61 - - - - - Critical Hdwy Stg 2 6.12 5.65 - 6.44 5.61 - - - - - Follow-up Hdwy 3.518 4.135 3.867 3.806 4.099 3.318 3.1 2.218 - Pot Cap-1 Maneuver 462 438 834 408 449 629 1072 - 1126 - Stage 1 927 803 - 540 564 - - - - - Stage 2 592 553 - 832 810 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 447 435 834 382 446 629 1072 - 1126 - Mov Cap-2 Maneuver 447 435 - 382 446 - - - - - Stage 1 921 803 - 536 560 - - - - Stage 2 571 549 - 793 810 - - - Approach EB WB NB SB HCM Control Delay, s 12.3 14.6 0.1 0 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1072 - 533 409 1126 - HCM Lane V/C Ratio 0.006 - 0.073 0.088 - - HCM Control Delay (s) 8.4 0 12.3 14.6 0 - HCM Lane LOS A A B B A - HCM 95th %tile Q(veh) 0 - 0.2 0.3 0 - Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 3.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 39 1 33 16 1 12 33 698 60 22 566 44 Future Vol, veh/h 39 1 33 16 1 12 33 698 60 22 566 44 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 41 1 34 17 1 13 34 727 63 23 590 46 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1493 1517 613 1504 1509 759 636 0 0 790 0 0 Stage 1 659 659 - 827 827 - - - - - - - Stage 2 834 858 - 677 682 - - - - - Critical Hdwy 7.13 6.52 6.28 7.12 6.52 6.22 4.21 - 4.12 - Critical Hdwy Stg 1 6.13 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.13 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.527 4.018 3.372 3.518 4.018 3.318 2.299 2.218 - Pot Cap-1 Maneuver 101 119 482 100 120 406 906 - 830 - Stage 1 451 461 - 366 386 - - - - - Stage 2 361 374 - 443 450 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 89 106 482 85 107 406 906 - 830 - Mov Cap-2 Maneuver 89 106 - 85 107 - - - - - Stage 1 420 441 - 341 360 - - - Stage 2 325 349 - 393 431 - - - Approach EB WB NB SB HCM Control Delay, s 57 41.6 0.4 0.3 HCM LOS F E Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 906 - 141 128 830 - HCM Lane V/C Ratio 0.038 - 0.539 0.236 0.028 - HCM Control Delay (s) 9.1 0 57 41.6 9.5 0 - HCM Lane LOS A A F E A A - HCM 95th %tile Q(veh) 0.1 - 2.6 0.9 0.1 - - Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 19: Brumlow Ave & Municipal S Dwy 11/18/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 0 1 809 1 5 538 Future Vol, veh/h 0 1 809 1 5 538 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 0 1 879 1 5 585 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1475 880 0 0 880 0 Stage 1 880 - - - - - Stage 2 595 - - - Critical Hdwy 6.42 6.22 - 4.12 Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 - 2.218 Pot Cap-1 Maneuver 139 346 - 768 Stage 1 406 - - - Stage 2 551 - - - Platoon blocked, % - Mov Cap-1 Maneuver 138 346 - 768 Mov Cap-2 Maneuver 138 - - - Stage 1 406 - - Stage 2 545 - - Approach WB NB SB HCM Control Delay, s 15.4 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 346 768 HCM Lane V/C Ratio - 0.003 0.007 HCM Control Delay (s) - 15.4 9.7 0 HCM Lane LOS - C A A HCM 95th %tile Q(veh) - 0 0 - Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 21: Brumlow Ave & Municipal N Dwy 11/18/2021 Intersection Int Delay, s/veh 0.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r Traffic Vol, veh/h 2 13 802 8 49 541 Future Vol, veh/h 2 13 802 8 49 541 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 2 14 872 9 53 588 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1571 877 0 0 881 0 Stage 1 877 - - - - - Stage 2 694 - - - Critical Hdwy 6.52 6.32 - 4.22 Critical Hdwy Stg 1 5.52 - - - Critical Hdwy Stg 2 5.52 - - - Follow-up Hdwy 3.608 3.408 - 2.308 Pot Cap-1 Maneuver 115 333 - 727 Stage 1 391 - - - Stage 2 478 - - - Platoon blocked, % - Mov Cap-1 Maneuver 103 333 - 727 Mov Cap-2 Maneuver 103 - - - Stage 1 391 - - Stage 2 426 - - Approach WB NB SB HCM Control Delay, s 19.6 0 0.9 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 103 333 727 - HCM Lane V/C Ratio - 0.021 0.042 0.073 - HCM Control Delay (s) - 40.7 16.3 10.3 0 HCM Lane LOS - E C B A HCM 95th %tile Q(veh) - 0.1 0.1 0.2 - Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r Traffic Vol, veh/h 5 6 10 14 2 68 3 718 94 45 568 2 Future Vol, veh/h 5 6 10 14 2 68 3 718 94 45 568 2 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 None - None - None - None Storage Length - - 200 - - - Veh in Median Storage, # 0 - 0 - - 0 - 0 Grade, % 0 - 0 - - 0 - 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 5 7 11 15 2 74 3 780 102 49 617 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1591 1604 618 1562 1554 831 619 0 0 882 0 0 Stage 1 716 716 - 837 837 - - - - - - - Stage 2 875 888 - 725 717 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 - Pot Cap-1 Maneuver 87 105 489 91 113 370 961 - 767 - Stage 1 421 434 - 361 382 - - - - - Stage 2 344 362 - 416 434 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 63 94 489 78 101 370 961 - 767 - Mov Cap-2 Maneuver 63 94 - 78 101 - - - - - Stage 1 418 392 - 359 380 - - - Stage 2 272 360 - 361 392 - - - Approach EB WB NB SB HCM Control Delay, s 39.1 25.7 0 0.7 HCM LOS E D Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 961 - 128 80 370 767 - HCM Lane V/C Ratio 0.003 - 0.178 0.217 0.2 0.064 - HCM Control Delay (s) 8.8 0 39.1 62.1 17.1 10 0 HCM Lane LOS A A E F C B A HCM 95th %tile Q(veh) 0 - 0.6 0.8 0.7 0.2 - Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 25: Mustang Extension & North Dwy 11/18/2021 Intersection Int Delay, s/veh 4.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 48 31 5 9 129 74 5 5 2 61 18 24 Future Vol, veh/h 48 31 5 9 129 74 5 5 2 61 18 24 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 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 52 34 5 10 140 80 5 5 2 66 20 26 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 220 0 0 39 0 0 364 381 37 344 343 180 Stage 1 - - - - - - 141 141 - 200 200 - Stage 2 - - - - 223 240 - 144 143 - Critical Hdwy 4.12 - 4.12 - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - 2.218 - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1349 - 1571 - 592 552 1035 610 579 863 Stage 1 - - - - 862 780 - 802 736 - Stage 2 - - - - 780 707 - 859 779 - Platoon blocked, % - - Mov Cap-1 Maneuver 1349 - 1571 - 539 527 1035 583 552 863 Mov Cap-2 Maneuver - - - - 539 527 - 583 552 - Stage 1 - - 828 750 - 771 731 Stage 2 - - 731 702 - 818 749 Approach EB WB NB SB HCM Control Delay, s 4.4 0.3 11.4 12 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 580 1349 - 1571 - 624 HCM Lane V/C Ratio 0.022 0.039 - 0.006 - 0.179 HCM Control Delay (s) 11.4 7.8 0 - 7.3 0 12 HCM Lane LOS B A A - A A B HCM 95th %tile Q(veh) 0.1 0.1 - - 0 - 0.6 Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 9 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour 26: North Dwy & Continental Blvd 11/22/2021 Intersection Int Delay, s/veh 0.9 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� r Traffic Vol, veh/h 1012 49 67 556 5 16 Future Vol, veh/h 1012 49 67 556 5 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - 0 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 1100 53 73 604 5 17 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1153 0 1877 1127 Stage 1 - - - - 1127 - Stage 2 - 750 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 606 79 249 Stage 1 - 309 - Stage 2 - 467 - Platoon blocked, % Mov Cap-1 Maneuver 606 65 249 Mov Cap-2 Maneuver - 65 - Stage 1 - 309 Stage 2 - 382 Approach EB WB NB HCM Control Delay, s 0 1.3 31.2 HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 65 249 - 606 - HCM Lane V/C Ratio 0.084 0.07 0.12 - HCM Control Delay (s) 65.4 20.5 - 11.8 0 HCM Lane LOS F C B A HCM 95th %tile Q(veh) 0.3 0.2 - 0.4 - Scenario 3 - AM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations )) ttt r )) ttt r tt r t Traffic Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 Future Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 Total Split (s) 22.0 66.0 66.0 21.0 65.0 65.0 13.0 41.0 41.0 12.0 40.0 Total Split (%) 15.7% 47.1 % 47.1 % 15.0% 46.4% 46.4% 9.3% 29.3% 29.3% 8.6% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None Act Effct Green (s) 17.0 61.0 61.0 15.7 59.7 59.7 42.1 35.4 35.4 42.1 34.4 Actuated g/C Ratio 0.12 0.44 0.44 0.11 0.43 0.43 0.30 0.25 0.25 0.30 0.25 v/c Ratio 0.97 0.54 0.17 0.88 1.06 0.16 0.99 0.29 0.42 0.55 0.96 Control Delay 97.0 30.4 4.3 53.7 53.4 0.6 109.0 43.2 7.1 43.9 59.4 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 97.0 30.4 4.3 53.7 53.4 0.6 109.0 43.2 7.1 43.9 59.4 LOS F C A D D A F D A D E Approach Delay 43.9 51.2 44.4 56.9 Approach LOS D D D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 112 (80%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.06 Intersection Signal Delay: 49.5 Intersection LOS: D Intersection Capacity Utilization 105.2% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg ■*i31 03 O4 56 s3J 08 Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 11 1157 382 1 226 2121 119 419 26 141 57 Future Volume (vph) 5 11 1157 382 1 226 2121 119 419 26 141 57 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 12.0 12.0 58.0 58.0 19.0 19.0 65.0 65.0 38.0 38.0 25.0 25.0 Total Split (%) 8.6% 8.6% 41.4% 41.4% 13.6% 13.6% 46.4% 46.4% 27.1 % 27.1 % 17.9% 17.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 69.8 52.9 52.9 66.6 67.2 67.2 30.9 30.9 20.7 20.7 Actuated g/C Ratio 0.50 0.38 0.38 0.48 0.48 0.48 0.22 0.22 0.15 0.15 v/c Ratio 0.13 0.64 0.48 0.97 0.92 0.20 0.91 0.83 0.94 0.45 Control Delay 39.1 53.6 24.4 49.4 13.1 0.2 82.4 62.3 117.3 62.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.1 53.6 24.4 49.4 13.1 0.2 82.4 62.3 117.3 62.3 LOS D D C D B A F E F E Approach Delay 46.3 15.8 72.7 94.4 Approach LOS D B E F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 70 (50%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 36.6 Intersection LOS: D Intersection Capacity Utilization 88.7% ICU Level of Service E Analysis Period (min) 15 Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 185 1479 4 16 2131 404 37 76 403 23 Future Volume (vph) 2 185 1479 4 16 2131 404 37 76 403 23 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm Split NA Split NA Protected Phases 5 5 2 1 1 6 3 3 4 4 Permitted Phases 6 6 2 2 6 Detector Phase 5 5 2 1 1 6 6 3 3 4 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 41.6 Total Split (s) 18.0 18.0 71.0 12.0 12.0 65.0 65.0 20.0 20.0 37.0 37.0 Total Split (%) 12.9% 12.9% 50.7% 8.6% 8.6% 46.4% 46.4% 14.3% 14.3% 26.4% 26.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lag Lag Lag Lag Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 78.1 76.2 80.2 62.0 62.0 8.7 8.7 31.4 31.4 Actuated g/C Ratio 0.56 0.54 0.57 0.44 0.44 0.06 0.06 0.22 0.22 v/c Ratio 0.77 0.58 0.12 1.00 0.45 0.35 0.47 1.04 0.92 Control Delay 69.4 8.6 17.1 56.9 3.9 71.0 49.9 108.5 54.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 69.4 8.6 17.1 56.9 3.9 71.0 49.9 108.5 54.6 LOS E A B E A E D F D Approach Delay 15.3 48.2 55.3 79.2 Approach LOS B D E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 42.4 Intersection LOS: D Intersection Capacity Utilization 95.8% ICU Level of Service F Analysis Period (min) 15 Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 4: Mustang Ct & Southwestern Ave 11/18/2021 Intersection Int Delay, s/veh 1.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 8 4 23 1 0 6 150 5 0 227 0 Future Vol, veh/h 0 8 4 23 1 0 6 150 5 0 227 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 65 65 65 65 65 65 65 65 65 65 65 65 Heavy Vehicles, % 2 43 67 26 100 2 80 2 75 2 2 2 Mvmt Flow 0 12 6 35 2 0 9 231 8 0 349 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 603 606 349 611 602 235 349 0 0 239 0 0 Stage 1 349 349 - 253 253 - - - - - - - Stage 2 254 257 - 358 349 - - - - - Critical Hdwy 7.12 6.93 6.87 7.36 7.5 6.22 4.9 - 4.12 - Critical Hdwy Stg 1 6.12 5.93 - 6.36 6.5 - - - - - Critical Hdwy Stg 2 6.12 5.93 - 6.36 6.5 - - - - - Follow-up Hdwy 3.518 4.387 3.903 3.734 4.9 3.318 2.92 2.218 - Pot Cap-1 Maneuver 411 361 569 373 307 804 880 - 1328 - Stage 1 667 567 - 701 550 - - - - - Stage 2 750 626 - 613 491 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 406 357 569 356 303 804 880 - 1328 - Mov Cap-2 Maneuver 406 357 - 356 303 - - - - - Stage 1 659 567 - 693 543 - - - Stage 2 739 618 - 593 491 - - - Approach EB WB NB SB HCM Control Delay, s 14.2 16.4 0.3 0 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 880 - 408 353 1328 - HCM Lane V/C Ratio 0.01 - 0.045 0.105 - - HCM Control Delay (s) 9.1 0 14.2 16.4 0 - HCM Lane LOS A A B C A - HCM 95th %tile Q(veh) 0 - 0.1 0.3 0 - Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 69.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 29 0 26 92 0 51 41 767 39 31 830 46 Future Vol, veh/h 29 0 26 92 0 51 41 767 39 31 830 46 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 None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 31 0 28 98 0 54 44 816 41 33 883 49 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1926 1919 908 1913 1923 837 932 0 0 857 0 0 Stage 1 974 974 - 925 925 - - - - - - - Stage 2 952 945 - 988 998 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.24 4.13 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.336 2.227 2.218 - Pot Cap-1 Maneuver 50 67 334 —51 67 364 730 - 783 - Stage 1 303 330 - 323 348 - - - - - Stage 2 312 340 - 297 322 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 36 54 334 — 40 54 364 730 - 783 - Mov Cap-2 Maneuver 36 54 - — 40 54 - - - - - Stage 1 268 301 - 286 308 - - - Stage 2 235 301 - 248 294 - - - Approach EB WB NB SB HCM Control Delay, s 207.9 $ 864.9 0.5 0.3 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 730 - 62 59 783 - HCM Lane V/C Ratio 0.06 - 0.944 2.578 0.042 - HCM Control Delay (s) 10.2 0 207.9$ 864.9 9.8 0 - HCM Lane LOS B A F F A A - HCM 95th %tile Q(veh) 0.2 - 4.5 15.4 0.1 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 19: Brumlow Ave & Municipal S Dwy 11/18/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 1 5 741 0 1 995 Future Vol, veh/h 1 5 741 0 1 995 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 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 1 5 805 0 1 1082 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1889 805 0 0 805 0 Stage 1 805 - - - - - Stage 2 1084 - - - Critical Hdwy 6.42 6.22 - 4.12 Critical Hdwy Stg 1 5.42 - - - Critical Hdwy Stg 2 5.42 - - - Follow-up Hdwy 3.518 3.318 - 2.218 Pot Cap-1 Maneuver 77 382 - 819 Stage 1 440 - - - Stage 2 324 - - - Platoon blocked, % - Mov Cap-1 Maneuver 77 382 - 819 Mov Cap-2 Maneuver 77 - - - Stage 1 440 - - Stage 2 323 - - Approach WB NB SB HCM Control Delay, s 21.1 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 230 819 HCM Lane V/C Ratio - 0.028 0.001 HCM Control Delay (s) - 21.1 9.4 0 HCM Lane LOS - C A A HCM 95th %tile Q(veh) - 0.1 0 - Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 6 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 21: Brumlow Ave & Municipal N Dwy 11/18/2021 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r Traffic Vol, veh/h 7 44 745 1 9 989 Future Vol, veh/h 7 44 745 1 9 989 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - - - - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 8 48 810 1 10 1075 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1906 811 0 0 811 0 Stage 1 811 - - - - - Stage 2 1095 - - - Critical Hdwy 6.52 6.32 - 4.22 Critical Hdwy Stg 1 5.52 - - - Critical Hdwy Stg 2 5.52 - - - Follow-up Hdwy 3.608 3.408 - 2.308 Pot Cap-1 Maneuver 71 364 - 773 Stage 1 420 - - - Stage 2 307 - - - Platoon blocked, % - Mov Cap-1 Maneuver 69 364 - 773 Mov Cap-2 Maneuver 69 - - - Stage 1 420 - - Stage 2 297 - - Approach WB NB SB HCM Control Delay, s 22.9 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 69 364 773 - HCM Lane V/C Ratio - 0.11 0.131 0.013 - HCM Control Delay (s) - 63.5 16.4 9.7 0 HCM Lane LOS - F C A A HCM 95th %tile Q(veh) - 0.4 0.4 0 - Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 7 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 24 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r Traffic Vol, veh/h 3 4 6 70 7 112 10 733 46 20 922 5 Future Vol, veh/h 3 4 6 70 7 112 10 733 46 20 922 5 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 None - None - None - None Storage Length - - 200 - - - Veh in Median Storage, # 0 - 0 - - 0 - 0 Grade, % 0 - 0 - - 0 - 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 3 4 7 76 8 122 11 797 50 22 1002 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1958 1918 1005 1898 1895 822 1007 0 0 847 0 0 Stage 1 1049 1049 - 844 844 - - - - - - - Stage 2 909 869 - 1054 1051 - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - 4.12 - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 2.218 - Pot Cap-1 Maneuver 48 67 293 — 53 70 374 688 - 790 - Stage 1 275 304 - 358 379 - - - - - Stage 2 329 369 - 273 304 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 27 61 293 —46 64 374 688 - 790 - Mov Cap-2 Maneuver 27 61 - —46 64 - - - - - Stage 1 266 285 - 347 367 - - - Stage 2 211 358 - 246 285 - - - Approach EB WB NB SB HCM Control Delay, s 73.8 239.9 0.1 0.2 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 688 - 66 47 374 790 - HCM Lane V/C Ratio 0.016 - 0.214 1.781 0.326 0.028 - HCM Control Delay (s) 10.3 0 73.8 $ 561 19.2 9.7 0 HCM Lane LOS B A F F C A A HCM 95th %tile Q(veh) 0 - 0.7 8.3 1.4 0.1 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 25: Mustang Extension & North Dwy 11/18/2021 Intersection Int Delay, s/veh 5.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 48 77 5 2 112 61 5 16 8 88 3 61 Future Vol, veh/h 48 77 5 2 112 61 5 16 8 88 3 61 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized None - None - None - None Storage Length - - - - - Veh in Median Storage, # 0 - 0 - 0 - 0 Grade, % 0 - 0 - 0 - 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 52 84 5 2 122 66 5 17 9 96 3 66 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 188 0 0 89 0 0 385 383 87 363 352 155 Stage 1 - - - - - - 191 191 - 159 159 - Stage 2 - - - - 194 192 - 204 193 - Critical Hdwy 4.12 - 4.12 - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 2.218 - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1386 - 1506 - 573 550 971 593 573 891 Stage 1 - - - - 811 742 - 843 766 - Stage 2 - - - - 808 742 - 798 741 - Platoon blocked, % - Mov Cap-1 Maneuver 1386 - 1506 - 512 528 971 556 550 891 Mov Cap-2 Maneuver - - - 512 528 - 556 550 - Stage 1 - - 779 713 - 810 765 Stage 2 - 744 741 - 741 712 Approach EB WB NB SB HCM Control Delay, s 2.8 0.1 11.3 12.3 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 600 1386 - 1506 - 655 HCM Lane V/C Ratio 0.053 0.038 0.001 - 0.252 HCM Control Delay (s) 11.3 7.7 0 - 7.4 0 12.3 HCM Lane LOS B A A - A A B HCM 95th %tile Q(veh) 0.2 0.1 - - 0 - 1 Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 9 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour 26: North Dwy & Continental Blvd 11/22/2021 Intersection Int Delay, s/veh 1.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� r Traffic Vol, veh/h 596 22 25 1004 24 67 Future Vol, veh/h 596 22 25 1004 24 67 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length - - 0 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 648 24 27 1091 26 73 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 672 0 1805 660 Stage 1 - - - - 660 - Stage 2 - 1145 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 919 87 463 Stage 1 - 514 - Stage 2 - 303 - Platoon blocked, % Mov Cap-1 Maneuver 919 80 463 Mov Cap-2 Maneuver - 80 - Stage 1 - 514 Stage 2 - 280 Approach EB WB NB HCM Control Delay, s 0 0.2 29 HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 80 463 - 919 - HCM Lane V/C Ratio 0.326 0.157 0.03 - HCM Control Delay (s) 70.4 14.2 - 9 0 HCM Lane LOS F B A A HCM 95th %tile Q(veh) 1.2 0.6 - 0.1 - Scenario 3 - PM Peak Hour 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with 4 Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/04/2021 Intersection Int Delay, s/veh Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 40 1 34 16 1 29 33 698 87 123 561 45 Future Vol, veh/h 40 1 34 16 1 29 33 698 87 123 561 45 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 None - None - None - - None Storage Length - - 0 100 - 250 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 42 1 35 17 1 30 34 727 91 128 584 47 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1296 1750 316 1390 1728 409 631 0 0 818 0 0 Stage 1 864 864 - 841 841 - - - - - - - Stage 2 432 886 - 549 887 - - - - - Critical Hdwy 7.56 6.54 7.06 7.54 6.54 6.94 4.32 - 4.14 - Critical Hdwy Stg 1 6.56 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.56 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.53 4.02 3.38 3.52 4.02 3.32 2.31 - 2.22 - Pot Cap-1 Maneuver 118 85 662 102 88 592 889 - 806 - Stage 1 313 369 - 326 379 - - - - - Stage 2 569 361 - 488 360 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 95 69 662 81 71 592 889 - 806 - Mov Cap-2 Maneuver 95 69 - 81 71 - - - - - Stage 1 301 310 - 314 365 - - - Stage 2 518 347 - 387 303 - - - Approach EB WB NB SB HCM Control Delay, s 50.3 30.2 0.4 1.7 HCM LOS F D Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 889 - 154 80 592 806 - HCM Lane V/C Ratio 0.039 - 0.507 0.221 0.051 0.159 - HCM Control Delay (s) 9.2 - 50.3 62.4 11.4 10.3 - HCM Lane LOS A - F F B B - HCM 95th %tile Q(veh) 0.1 - 2.5 0.8 0.2 0.6 - Scenario 1 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with 4 Lanes 19: Brumlow Ave & Municipal S Dwy 11/04/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations y t ) tt Traffic Vol, veh/h 0 2 812 2 7 552 Future Vol, veh/h 0 2 812 2 7 552 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 100 - 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 0 2 883 2 8 600 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1200 443 0 0 885 0 Stage 1 884 - - - - - Stage 2 316 - - - Critical Hdwy 6.84 6.94 - 4.14 Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 - 2.22 Pot Cap-1 Maneuver 178 562 - 760 Stage 1 364 - - - Stage 2 712 - - - Platoon blocked, % - Mov Cap-1 Maneuver 176 562 - 760 Mov Cap-2 Maneuver 287 - - - Stage 1 364 - - Stage 2 704 - - Approach WB NB SB HCM Control Delay, s 11.4 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 562 760 HCM Lane V/C Ratio - 0.004 0.01 HCM Control Delay (s) - 11.4 9.8 HCM Lane LOS - B A HCM 95th %tile Q(veh) - 0 0 Scenario 1 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with 4 Lanes 21: Brumlow Ave & Municipal N Dwy 11/04/2021 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t ) tt Traffic Vol, veh/h 4 17 798 16 66 555 Future Vol, veh/h 4 17 798 16 66 555 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - 200 - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 4 18 867 17 72 603 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1322 442 0 0 884 0 Stage 1 876 - - - - - Stage 2 446 - - - Critical Hdwy 7.04 7.14 - 4.34 Critical Hdwy Stg 1 6.04 - - - Critical Hdwy Stg 2 6.04 - - - Follow-up Hdwy 3.62 3.42 - 2.32 Pot Cap-1 Maneuver 136 536 - 701 Stage 1 344 - - - Stage 2 584 - - - Platoon blocked, % - Mov Cap-1 Maneuver 122 536 - 701 Mov Cap-2 Maneuver 242 - - - Stage 1 344 - - Stage 2 524 - - Approach WB NB SB HCM Control Delay, s 13.5 0 1.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 242 536 701 - HCM Lane V/C Ratio - 0.018 0.034 0.102 - HCM Control Delay (s) - 20.1 12 10.7 - HCM Lane LOS - C B B - HCM 95th %tile Q(veh) - 0.1 0.1 0.3 - Scenario 1 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with 4 Lanes 23: Brumlow Ave & Residential Dwy 11/04/2021 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations y ) tt t Traffic Vol, veh/h 7 12 4 811 609 2 Future Vol, veh/h 7 12 4 811 609 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 150 - - 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 8 13 4 882 662 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1112 332 664 0 - 0 Stage 1 663 - - - - - Stage 2 449 - - - Critical Hdwy 6.84 6.94 4.14 - Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 2.22 - Pot Cap-1 Maneuver 203 664 921 - Stage 1 474 - - - Stage 2 610 - - - Platoon blocked, % - Mov Cap-1 Maneuver 202 664 921 - Mov Cap-2 Maneuver 333 - - - Stage 1 472 - - Stage 2 610 - - Approach EB NB SB HCM Control Delay, s 12.7 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 921 - 486 - HCM Lane V/C Ratio 0.005 - 0.042 - HCM Control Delay (s) 8.9 - 12.7 - HCM Lane LOS A - B - HCM 95th %tile Q(veh) 0 - 0.1 - Scenario 1 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with 4 Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/04/2021 Intersection Int Delay, s/veh 21.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 30 0 27 92 0 141 41 748 52 81 821 48 Future Vol, veh/h 30 0 27 92 0 141 41 748 52 81 821 48 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 None - None - None - - None Storage Length - - 0 100 - 250 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 32 0 29 98 0 150 44 796 55 86 873 51 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1557 2010 462 1521 2008 426 924 0 0 851 0 0 Stage 1 1071 1071 - 912 912 - - - - - - - Stage 2 486 939 - 609 1096 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.98 4.16 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.34 2.23 - 2.22 - Pot Cap-1 Maneuver 76 58 547 -81 59 571 729 - 783 - Stage 1 236 295 - 295 351 - - - - - Stage 2 531 341 - 449 287 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 49 49 547 - 67 49 571 729 - 783 - Mov Cap-2 Maneuver 49 49 - - 67 49 - - - - - Stage 1 222 263 - 277 330 - - - Stage 2 368 321 - 379 255 - - - Approach EB WB NB SB HCM Control Delay, s 113.5 157 0.5 0.9 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 729 - 86 67 571 783 - HCM Lane V/C Ratio 0.06 - 0.705 1.461 0.263 0.11 - HCM Control Delay (s) 10.3 - 113.5 $ 377 13.5 10.2 - HCM Lane LOS B - F F B B - HCM 95th %tile Q(veh) 0.2 - 3.4 8.3 1 0.4 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 1 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with 4 Lanes 19: Brumlow Ave & Municipal S Dwy 11/04/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations y t ) tt Traffic Vol, veh/h 2 6 789 0 1 941 Future Vol, veh/h 2 6 789 0 1 941 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 100 - 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 2 7 858 0 1 1023 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1372 429 0 0 858 0 Stage 1 858 - - - - - Stage 2 514 - - - Critical Hdwy 6.84 6.94 - 4.14 Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 - 2.22 Pot Cap-1 Maneuver 137 574 - 779 Stage 1 376 - - - Stage 2 565 - - - Platoon blocked, % - Mov Cap-1 Maneuver 137 574 - 779 Mov Cap-2 Maneuver 265 - - - Stage 1 376 - - Stage 2 564 - - Approach WB NB SB HCM Control Delay, s 13.3 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 444 779 HCM Lane V/C Ratio - 0.02 0.001 HCM Control Delay (s) - 13.3 9.6 HCM Lane LOS - B A HCM 95th %tile Q(veh) - 0.1 0 Scenario 1 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with 4 Lanes 21: Brumlow Ave & Municipal N Dwy 11/04/2021 Intersection Int Delay, s/veh 0.6 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t ) tt Traffic Vol, veh/h 15 58 792 3 12 927 Future Vol, veh/h 15 58 792 3 12 927 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - 200 - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 16 63 861 3 13 1008 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1393 432 0 0 864 0 Stage 1 863 - - - - - Stage 2 530 - - - Critical Hdwy 7.04 7.14 - 4.34 Critical Hdwy Stg 1 6.04 - - - Critical Hdwy Stg 2 6.04 - - - Follow-up Hdwy 3.62 3.42 - 2.32 Pot Cap-1 Maneuver 121 545 - 714 Stage 1 350 - - - Stage 2 527 - - - Platoon blocked, % - Mov Cap-1 Maneuver 119 545 - 714 Mov Cap-2 Maneuver 242 - - - Stage 1 350 - - Stage 2 518 - - Approach WB NB SB HCM Control Delay, s 14.2 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 242 545 714 - HCM Lane V/C Ratio - 0.067 0.116 0.018 - HCM Control Delay (s) - 20.9 12.5 10.1 - HCM Lane LOS - C B B - HCM 95th %tile Q(veh) - 0.2 0.4 0.1 - Scenario 1 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with 4 Lanes 23: Brumlow Ave & Residential Dwy 11/04/2021 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations y ) tt t Traffic Vol, veh/h 4 7 13 838 932 7 Future Vol, veh/h 4 7 13 838 932 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 150 - - 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 4 8 14 911 1013 8 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1501 511 1021 0 - 0 Stage 1 1017 - - - - - Stage 2 484 - - - Critical Hdwy 6.84 6.94 4.14 - Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 2.22 - Pot Cap-1 Maneuver 113 508 675 - Stage 1 310 - - - Stage 2 585 - - - Platoon blocked, % - Mov Cap-1 Maneuver 111 508 675 - Mov Cap-2 Maneuver 226 - - - Stage 1 303 - - Stage 2 585 - - Approach EB NB SB HCM Control Delay, s 15.7 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 675 - 349 - HCM Lane V/C Ratio 0.021 - 0.034 - HCM Control Delay (s) 10.4 - 15.7 - HCM Lane LOS B - C - HCM 95th %tile Q(veh) 0.1 - 0.1 - Scenario 1 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with 4 Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/04/2021 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 39 1 33 16 1 20 33 708 60 75 618 44 Future Vol, veh/h 39 1 33 16 1 20 33 708 60 75 618 44 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 None - None - None - - None Storage Length - - 0 150 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 41 1 34 17 1 21 34 738 63 78 644 46 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1261 1692 345 1317 1684 401 690 0 0 801 0 0 Stage 1 823 823 - 838 838 - - - - - - - Stage 2 438 869 - 479 846 - - - - - Critical Hdwy 7.56 6.54 7.06 7.54 6.54 6.94 4.32 - 4.14 - Critical Hdwy Stg 1 6.56 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.56 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.53 4.02 3.38 3.52 4.02 3.32 2.31 - 2.22 - Pot Cap-1 Maneuver 126 92 634 115 93 599 843 - 818 - Stage 1 332 386 - 327 380 - - - - - Stage 2 565 367 - 537 377 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 108 80 634 97 81 599 843 - 818 - Mov Cap-2 Maneuver 108 80 - 97 81 - - - - - Stage 1 319 349 - 314 365 - - - Stage 2 522 352 - 458 341 - - - Approach EB WB NB SB HCM Control Delay, s 41.9 29.4 0.4 1 HCM LOS E D Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 843 - 171 96 599 818 - HCM Lane V/C Ratio 0.041 - 0.445 0.184 0.035 0.096 - HCM Control Delay (s) 9.5 - 41.9 50.8 11.2 9.9 - HCM Lane LOS A - E F B A - HCM 95th %tile Q(veh) 0.1 - 2 0.6 0.1 0.3 - Scenario 2 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with 4 Lanes 19: Brumlow Ave & Municipal S Dwy 11/04/2021 Intersection Int Delay, s/veh 0.1 Movement WBL WBR NBT NBR SBL SBT Lane Configurations y t ) tt Traffic Vol, veh/h 0 2 809 2 7 538 Future Vol, veh/h 0 2 809 2 7 538 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 100 - 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 0 2 879 2 8 585 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1189 441 0 0 881 0 Stage 1 880 - - - - - Stage 2 309 - - - Critical Hdwy 6.84 6.94 - 4.14 Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 - 2.22 Pot Cap-1 Maneuver 181 564 - 763 Stage 1 366 - - - Stage 2 718 - - - Platoon blocked, % - Mov Cap-1 Maneuver 179 564 - 763 Mov Cap-2 Maneuver 290 - - - Stage 1 366 - - Stage 2 711 - - Approach WB NB SB HCM Control Delay, s 11.4 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 564 763 HCM Lane V/C Ratio - 0.004 0.01 HCM Control Delay (s) - 11.4 9.8 HCM Lane LOS - B A HCM 95th %tile Q(veh) - 0 0 Scenario 2 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with 4 Lanes 21: Brumlow Ave & Municipal N Dwy 11/04/2021 Intersection Int Delay, s/veh 0.7 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t ) tt Traffic Vol, veh/h 2 17 803 8 66 543 Future Vol, veh/h 2 17 803 8 66 543 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - 150 - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 2 18 873 9 72 590 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1317 441 0 0 882 0 Stage 1 878 - - - - - Stage 2 439 - - - Critical Hdwy 7.04 7.14 - 4.34 Critical Hdwy Stg 1 6.04 - - - Critical Hdwy Stg 2 6.04 - - - Follow-up Hdwy 3.62 3.42 - 2.32 Pot Cap-1 Maneuver 137 537 - 702 Stage 1 343 - - - Stage 2 589 - - - Platoon blocked, % - Mov Cap-1 Maneuver 123 537 - 702 Mov Cap-2 Maneuver 242 - - - Stage 1 343 - - Stage 2 528 - - Approach WB NB SB HCM Control Delay, s 12.8 0 1.2 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 242 537 702 - HCM Lane V/C Ratio - 0.009 0.034 0.102 - HCM Control Delay (s) - 20 11.9 10.7 - HCM Lane LOS - C B B - HCM 95th %tile Q(veh) - 0 0.1 0.3 - Scenario 2 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with 4 Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/04/2021 Intersection Int Delay, s/veh Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 5 6 10 14 2 73 3 723 94 79 586 2 Future Vol, veh/h 5 6 10 14 2 73 3 723 94 79 586 2 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 None - None - None - - None Storage Length - - 200 100 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 5 7 11 15 2 79 3 786 102 86 637 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1210 1704 320 1337 1654 444 639 0 0 888 0 0 Stage 1 810 810 - 843 843 - - - - - - - Stage 2 400 894 - 494 811 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 138 91 676 111 97 561 941 - 758 - Stage 1 340 391 - 325 378 - - - - - Stage 2 597 358 - 526 391 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 106 80 676 93 86 561 941 - 758 - Mov Cap-2 Maneuver 106 80 - 93 86 - - - - - Stage 1 339 347 - 324 377 - - - Stage 2 508 357 - 450 347 - - - Approach EB WB NB SB HCM Control Delay, s 32.6 19.8 0 1.2 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 941 - 153 92 561 758 - HCM Lane V/C Ratio 0.003 - 0.149 0.189 0.141 0.113 - HCM Control Delay (s) 8.8 - 32.6 53 12.5 10.4 - HCM Lane LOS A - D F B B - HCM 95th %tile Q(veh) 0 - 0.5 0.7 0.5 0.4 - Scenario 2 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with 4 Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/04/2021 Intersection Int Delay, s/veh 20.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 29 0 26 92 0 91 41 807 39 57 847 46 Future Vol, veh/h 29 0 26 92 0 91 41 807 39 57 847 46 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 None - None - None - - None Storage Length - - 0 150 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 31 0 28 98 0 97 44 859 41 61 901 49 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1566 2036 475 1541 2040 450 950 0 0 900 0 0 Stage 1 1048 1048 - 968 968 - - - - - - - Stage 2 518 988 - 573 1072 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.98 4.16 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.34 2.23 - 2.22 - Pot Cap-1 Maneuver 75 56 536 - 79 56 551 712 - 751 - Stage 1 244 303 - 273 330 - - - - - Stage 2 509 323 - 472 295 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 55 48 536 - 67 48 551 712 - 751 - Mov Cap-2 Maneuver 55 48 - - 67 48 - - - - - Stage 1 229 278 - 256 310 - - - Stage 2 394 303 - 411 271 - - - Approach EB WB NB SB HCM Control Delay, s 88.8 195.9 0.5 0.6 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 712 - 96 67 551 751 - HCM Lane V/C Ratio 0.061 - 0.609 1.461 0.176 0.081 - HCM Control Delay (s) 10.4 - 88.8 $ 377 12.9 10.2 - HCM Lane LOS B - F F B B - HCM 95th %tile Q(veh) 0.2 - 2.9 8.3 0.6 0.3 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 2 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with 4 Lanes 19: Brumlow Ave & Municipal S Dwy 11/04/2021 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT Lane Configurations y t ) tt Traffic Vol, veh/h 1 6 741 0 1 995 Future Vol, veh/h 1 6 741 0 1 995 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 100 - 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 1 7 805 0 1 1082 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1348 403 0 0 805 0 Stage 1 805 - - - - - Stage 2 543 - - - Critical Hdwy 6.84 6.94 - 4.14 Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 - 2.22 Pot Cap-1 Maneuver 142 597 - 815 Stage 1 400 - - - Stage 2 546 - - - Platoon blocked, % - Mov Cap-1 Maneuver 142 597 - 815 Mov Cap-2 Maneuver 273 - - - Stage 1 400 - - Stage 2 545 - - Approach WB NB SB HCM Control Delay, s 12.2 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 510 815 HCM Lane V/C Ratio - 0.015 0.001 HCM Control Delay (s) - 12.2 9.4 HCM Lane LOS - B A HCM 95th %tile Q(veh) - 0 0 Scenario 2 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with 4 Lanes 21: Brumlow Ave & Municipal N Dwy 11/04/2021 Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t ) tt Traffic Vol, veh/h 7 58 746 1 12 989 Future Vol, veh/h 7 58 746 1 12 989 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - 150 - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 8 63 811 1 13 1075 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1376 406 0 0 812 0 Stage 1 812 - - - - - Stage 2 564 - - - Critical Hdwy 7.04 7.14 - 4.34 Critical Hdwy Stg 1 6.04 - - - Critical Hdwy Stg 2 6.04 - - - Follow-up Hdwy 3.62 3.42 - 2.32 Pot Cap-1 Maneuver 125 567 - 749 Stage 1 373 - - - Stage 2 506 - - - Platoon blocked, % - Mov Cap-1 Maneuver 123 567 - 749 Mov Cap-2 Maneuver 249 - - - Stage 1 373 - - Stage 2 497 - - Approach WB NB SB HCM Control Delay, s 12.9 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 249 567 749 - HCM Lane V/C Ratio - 0.031 0.111 0.017 - HCM Control Delay (s) - 19.9 12.1 9.9 - HCM Lane LOS - C B A - HCM 95th %tile Q(veh) - 0.1 0.4 0.1 - Scenario 2 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with 4 Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/04/2021 Intersection Int Delay, s/veh 9.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 3 4 6 70 7 136 10 749 46 34 925 5 Future Vol, veh/h 3 4 6 70 7 136 10 749 46 34 925 5 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 None - None - None - - None Storage Length - - 200 100 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 3 4 7 76 8 148 11 814 50 37 1005 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1515 1968 505 1440 1945 432 1010 0 0 864 0 0 Stage 1 1082 1082 - 861 861 - - - - - - - Stage 2 433 886 - 579 1084 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 82 62 512 93 64 572 682 - 774 - Stage 1 232 292 - 317 371 - - - - - Stage 2 571 361 - 468 291 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 52 58 512 82 60 572 682 - 774 - Mov Cap-2 Maneuver 52 58 - 82 60 - - - - - Stage 1 228 278 - 312 365 - - - Stage 2 408 355 - 433 277 - - - Approach EB WB NB SB HCM Control Delay, s 50 85.2 0.1 0.3 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 682 - 94 79 572 774 - HCM Lane V/C Ratio 0.016 - 0.15 1.059 0.258 0.048 - HCM Control Delay (s) 10.4 - 50 211.9 13.5 9.9 - HCM Lane LOS B - F F B A - HCM 95th %tile Q(veh) 0 - 0.5 5.9 1 0.1 - Scenario 2 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with 4 Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/10/2021 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 39 1 33 16 1 12 33 698 60 22 566 44 Future Vol, veh/h 39 1 33 16 1 12 33 698 60 22 566 44 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 None - None - None - - None Storage Length - - 0 100 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 41 1 34 17 1 13 34 727 63 23 590 46 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1091 1517 318 1169 1509 395 636 0 0 790 0 0 Stage 1 659 659 - 827 827 - - - - - - - Stage 2 432 858 - 342 682 - - - - - Critical Hdwy 7.56 6.54 7.06 7.54 6.54 6.94 4.32 - 4.14 - Critical Hdwy Stg 1 6.56 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.56 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.53 4.02 3.38 3.52 4.02 3.32 2.31 - 2.22 - Pot Cap-1 Maneuver 168 118 660 148 119 604 885 - 826 - Stage 1 417 459 - 332 384 - - - - - Stage 2 569 372 - 646 448 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 155 110 660 132 111 604 885 - 826 - Mov Cap-2 Maneuver 155 110 - 132 111 - - - - - Stage 1 401 446 - 319 369 - - - Stage 2 534 358 - 594 435 - - - Approach EB WB NB SB HCM Control Delay, s 27.5 26.1 0.4 0.3 HCM LOS D D Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 885 - 235 131 604 826 - HCM Lane V/C Ratio 0.039 - 0.324 0.135 0.021 0.028 - HCM Control Delay (s) 9.2 - 27.5 36.7 11.1 9.5 - HCM Lane LOS A - D E B A - HCM 95th %tile Q(veh) 0.1 - 1.3 0.5 0.1 0.1 - Scenario 3 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with 4 Lanes 19: Brumlow Ave & Municipal S Dwy 11/10/2021 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT Lane Configurations y t ) tt Traffic Vol, veh/h 0 1 809 1 5 538 Future Vol, veh/h 0 1 809 1 5 538 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 100 - 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 0 1 879 1 5 585 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1183 440 0 0 880 0 Stage 1 880 - - - - - Stage 2 303 - - - Critical Hdwy 6.84 6.94 - 4.14 Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 - 2.22 Pot Cap-1 Maneuver 182 565 - 764 Stage 1 366 - - - Stage 2 723 - - - Platoon blocked, % - Mov Cap-1 Maneuver 181 565 - 764 Mov Cap-2 Maneuver 291 - - - Stage 1 366 - - Stage 2 718 - - Approach WB NB SB HCM Control Delay, s 11.4 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 565 764 HCM Lane V/C Ratio - 0.002 0.007 HCM Control Delay (s) - 11.4 9.7 HCM Lane LOS - B A HCM 95th %tile Q(veh) - 0 0 Scenario 3 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with 4 Lanes 21: Brumlow Ave & Municipal N Dwy 11/10/2021 Intersection Int Delay, s/veh 0.5 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t ) tt Traffic Vol, veh/h 2 13 802 8 49 541 Future Vol, veh/h 2 13 802 8 49 541 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - 150 - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 2 14 872 9 53 588 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1277 441 0 0 881 0 Stage 1 877 - - - - - Stage 2 400 - - - Critical Hdwy 7.04 7.14 - 4.34 Critical Hdwy Stg 1 6.04 - - - Critical Hdwy Stg 2 6.04 - - - Follow-up Hdwy 3.62 3.42 - 2.32 Pot Cap-1 Maneuver 145 537 - 703 Stage 1 344 - - - Stage 2 617 - - - Platoon blocked, % - Mov Cap-1 Maneuver 134 537 - 703 Mov Cap-2 Maneuver 252 - - - Stage 1 344 - - Stage 2 571 - - Approach WB NB SB HCM Control Delay, s 12.9 0 0.9 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 252 537 703 - HCM Lane V/C Ratio - 0.009 0.026 0.076 - HCM Control Delay (s) - 19.4 11.9 10.5 - HCM Lane LOS - C B B - HCM 95th %tile Q(veh) - 0 0.1 0.2 - Scenario 3 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with 4 Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/10/2021 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 5 6 10 14 2 68 3 718 94 45 568 2 Future Vol, veh/h 5 6 10 14 2 68 3 718 94 45 568 2 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 None - None - None - - None Storage Length - - 200 100 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 5 7 11 15 2 74 3 780 102 49 617 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1113 1604 310 1247 1554 441 619 0 0 882 0 0 Stage 1 716 716 - 837 837 - - - - - - - Stage 2 397 888 - 410 717 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 163 104 686 130 112 564 957 - 762 - Stage 1 387 432 - 327 380 - - - - - Stage 2 600 360 - 589 432 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 132 97 686 115 104 564 957 - 762 - Mov Cap-2 Maneuver 132 97 - 115 104 - - - - - Stage 1 386 404 - 326 379 - - - Stage 2 517 359 - 534 404 - - - Approach EB WB NB SB HCM Control Delay, s 27.3 18.1 0 0.7 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 957 - 184 113 564 762 - HCM Lane V/C Ratio 0.003 - 0.124 0.154 0.131 0.064 - HCM Control Delay (s) 8.8 - 27.3 42.6 12.3 10 - HCM Lane LOS A - D E B B - HCM 95th %tile Q(veh) 0 - 0.4 0.5 0.4 0.2 - Scenario 3 - AM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with 4 Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/10/2021 Intersection Int Delay, s/veh 13.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 29 0 26 92 0 51 41 767 39 31 830 46 Future Vol, veh/h 29 0 26 92 0 51 41 767 39 31 830 46 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 None - None - None - - None Storage Length - - 0 100 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 31 0 28 98 0 54 44 816 41 33 883 49 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1470 1919 466 1433 1923 429 932 0 0 857 0 0 Stage 1 974 974 - 925 925 - - - - - - - Stage 2 496 945 - 508 998 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.98 4.16 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.34 2.23 - 2.22 - Pot Cap-1 Maneuver 89 67 543 - 95 66 569 724 - 779 - Stage 1 270 328 - 290 346 - - - - - Stage 2 524 339 - 516 320 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 74 60 543 - 83 59 569 724 - 779 - Mov Cap-2 Maneuver 74 60 - - 83 59 - - - - - Stage 1 254 314 - 272 325 - - - Stage 2 445 318 - 469 307 - - - Approach EB WB NB SB HCM Control Delay, s 56.9 162.4 0.5 0.3 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 724 - 125 83 569 779 - HCM Lane V/C Ratio 0.06 - 0.468 1.179 0.095 0.042 - HCM Control Delay (s) 10.3 - 56.9 245.7 12 9.8 - HCM Lane LOS B - F F B A - HCM 95th %tile Q(veh) 0.2 - 2.1 7.1 0.3 0.1 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 3 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 2 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with 4 Lanes 19: Brumlow Ave & Municipal S Dwy 11/10/2021 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT Lane Configurations y t ) tt Traffic Vol, veh/h 1 5 741 0 1 995 Future Vol, veh/h 1 5 741 0 1 995 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 100 - 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 1 5 805 0 1 1082 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1348 403 0 0 805 0 Stage 1 805 - - - - - Stage 2 543 - - - Critical Hdwy 6.84 6.94 - 4.14 Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 - 2.22 Pot Cap-1 Maneuver 142 597 - 815 Stage 1 400 - - - Stage 2 546 - - - Platoon blocked, % - Mov Cap-1 Maneuver 142 597 - 815 Mov Cap-2 Maneuver 273 - - - Stage 1 400 - - Stage 2 545 - - Approach WB NB SB HCM Control Delay, s 12.3 0 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h) - 498 815 HCM Lane V/C Ratio - 0.013 0.001 HCM Control Delay (s) - 12.3 9.4 HCM Lane LOS - B A HCM 95th %tile Q(veh) - 0 0 Scenario 3 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with 4 Lanes 21: Brumlow Ave & Municipal N Dwy 11/10/2021 Intersection Int Delay, s/veh 0.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations r t ) tt Traffic Vol, veh/h 7 44 745 1 9 989 Future Vol, veh/h 7 44 745 1 9 989 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 - 150 - Veh in Median Storage, # 0 - 0 - 0 Grade, % 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 12 12 2 12 12 2 Mvmt Flow 8 48 810 1 10 1075 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 1369 406 0 0 811 0 Stage 1 811 - - - - - Stage 2 558 - - - Critical Hdwy 7.04 7.14 - 4.34 Critical Hdwy Stg 1 6.04 - - - Critical Hdwy Stg 2 6.04 - - - Follow-up Hdwy 3.62 3.42 - 2.32 Pot Cap-1 Maneuver 126 567 - 749 Stage 1 373 - - - Stage 2 510 - - - Platoon blocked, % - Mov Cap-1 Maneuver 124 567 - 749 Mov Cap-2 Maneuver 250 - - - Stage 1 373 - - Stage 2 503 - - Approach WB NB SB HCM Control Delay, s 13 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) - 250 567 749 - HCM Lane V/C Ratio - 0.03 0.084 0.013 - HCM Control Delay (s) - 19.9 11.9 9.9 - HCM Lane LOS - C B A - HCM 95th %tile Q(veh) - 0.1 0.3 0 - Scenario 3 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with 4 Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/10/2021 Intersection Int Delay, s/veh 7.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r ) t ) t Traffic Vol, veh/h 3 4 6 70 7 112 10 733 46 20 922 5 Future Vol, veh/h 3 4 6 70 7 112 10 733 46 20 922 5 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 None - None - None - - None Storage Length - - 200 100 - 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 3 4 7 76 8 122 11 797 50 22 1002 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1474 1918 504 1391 1895 424 1007 0 0 847 0 0 Stage 1 1049 1049 - 844 844 - - - - - - - Stage 2 425 869 - 547 1051 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 88 67 513 102 69 579 684 - 786 - Stage 1 243 303 - 324 377 - - - - - Stage 2 578 367 - 489 302 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 61 64 513 92 66 579 684 - 786 Mov Cap-2 Maneuver 61 64 - 92 66 - - - - - Stage 1 239 295 - 319 371 - - - Stage 2 440 361 - 462 294 - - - Approach EB WB NB SB HCM Control Delay, s 44.5 74.3 0.1 0.2 HCM LOS E F Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 684 - 105 89 579 786 - HCM Lane V/C Ratio 0.016 - 0.135 0.94 0.21 0.028 - HCM Control Delay (s) 10.3 - 44.5 163.6 12.9 9.7 - HCM Lane LOS B - E F B A - HCM 95th %tile Q(veh) 0 - 0.4 5.3 0.8 0.1 - Scenario 3 - PM Peak Hour with 4 Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with Additional Lanes 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r tt r tt r Traffic Volume (vph) 367 2288 250 204 906 185 198 229 473 175 113 264 Future Volume (vph) 367 2288 250 204 906 185 198 229 473 175 113 264 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 4 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 41.3 Total Split (s) 34.0 68.0 68.0 21.0 55.0 55.0 17.0 36.0 36.0 15.0 34.0 34.0 Total Split(%) 24.3% 48.6% 48.6% 15.0% 39.3% 39.3% 12.1% 25.7% 25.7% 10.7% 24.3% 24.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lead Lag Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None None Act Effct Green (s) 21.0 67.9 67.9 15.7 62.6 62.6 35.2 28.6 28.6 35.2 23.5 23.5 Actuated g/C Ratio 0.15 0.48 0.48 0.11 0.45 0.45 0.25 0.20 0.20 0.25 0.17 0.17 v/c Ratio 0.75 0.97 0.31 0.57 0.42 0.24 0.57 0.33 0.96 0.64 0.20 0.56 Control Delay 66.4 47.1 10.2 67.4 31.5 13.3 47.3 48.3 58.6 54.1 49.9 10.0 Queue Delay 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 Delay 66.4 47.1 10.2 67.4 31.5 13.3 47.3 48.3 58.6 54.1 49.9 10.0 LOS E D B E C B D D E D D B Approach Delay 46.4 34.6 53.5 32.2 Approach LOS D C D C Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 66 (47%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 43.4 Intersection LOS: D Intersection Capacity Utilization 106.7% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg I -1002 *01 03 T 04 5 77 06 os 0 7 Scenario 1 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with Additional Lanes 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 134 2185 643 7 222 865 157 375 50 44 12 Future Volume (vph) 4 134 2185 643 7 222 865 157 375 50 44 12 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Prot NA D.P+P NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 2 6 8 Detector Phase 5 5 2 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 25.0 25.0 55.0 55.0 30.0 30.0 60.0 60.0 25.0 38.0 17.0 30.0 Total Split (%) 17.9% 17.9% 39.3% 39.3% 21.4% 21.4% 42.9% 42.9% 17.9% 27.1 % 12.1 % 21.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 90.5 71.5 71.5 90.5 76.5 76.5 19.5 20.4 29.3 10.7 Actuated g/C Ratio 0.65 0.51 0.51 0.65 0.55 0.55 0.14 0.15 0.21 0.08 v/c Ratio 0.42 0.86 0.59 0.80 0.32 0.29 0.80 0.72 0.46 0.43 Control Delay 13.6 14.9 1.1 74.7 8.4 5.2 71.6 38.6 53.7 72.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.6 14.9 1.1 74.7 8.4 5.2 71.6 38.6 53.7 72.8 LOS B B A E A A E D D E Approach Delay 11.9 20.2 58.6 63.2 Approach LOS B C E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 88 (63%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 20.8 Intersection LOS: C Intersection Capacity Utilization 91.6% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 2: Mustang Dr/Mustang Ct & SH 26 -1102 T*01 03 � 04 36 05 Ol 08 Scenario 1 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with Additional Lanes 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 291 2179 6 32 1163 424 8 23 405 32 Future Volume (vph) 2 291 2179 6 32 1163 424 8 23 405 32 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm D.P+P NA Prot NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 6 4 Detector Phase 5 5 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 27.0 27.0 65.0 11.0 11.0 49.0 49.0 11.0 34.0 30.0 53.0 Total Split (%) 19.3% 19.3% 46.4% 7.9% 7.9% 35.0% 35.0% 7.9% 24.3% 21.4% 37.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lead Lag Lag Lead Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 94.2 90.7 95.2 72.5 72.5 28.9 6.6 22.2 27.4 Actuated g/C Ratio 0.67 0.65 0.68 0.52 0.52 0.21 0.05 0.16 0.20 v/c Ratio 0.75 0.73 0.31 0.48 0.44 0.04 0.20 0.81 0.44 Control Delay 30.9 4.7 31.1 23.7 3.3 38.6 56.9 69.5 13.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.9 4.7 31.1 23.7 3.3 38.6 56.9 69.5 13.9 LOS C A C C A D E E B Approach Delay 7.7 18.6 52.8 52.4 Approach LOS A B D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 4 (3%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 17.3 Intersection LOS: B Intersection Capacity Utilization 79.0% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Kimball Ave S & SH 26 gg I �02 T*�31 03 T 04 06 05 1 07 08 Scenario 1 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with Additional Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 3.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 40 1 34 16 1 29 33 698 87 123 561 45 Future Vol, veh/h 40 1 34 16 1 29 33 698 87 123 561 45 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 None - None - None - - None Storage Length 0 - 0 100 150 250 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 42 1 35 17 1 30 34 727 91 128 584 47 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1296 1750 316 1344 1682 364 631 0 0 818 0 0 Stage 1 864 864 - 795 795 - - - - - - - Stage 2 432 886 - 549 887 - - - - - Critical Hdwy 7.56 6.54 7.06 7.54 6.54 6.94 4.32 - 4.14 - Critical Hdwy Stg 1 6.56 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.56 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.53 4.02 3.38 3.52 4.02 3.32 2.31 - 2.22 - Pot Cap-1 Maneuver 118 85 662 110 94 633 889 - 806 - Stage 1 313 369 - 347 398 - - - - - Stage 2 569 361 - 488 360 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 95 69 662 88 76 633 889 - 806 - Mov Cap-2 Maneuver 95 69 - 88 76 - - - - - Stage 1 301 310 - 334 383 - - - Stage 2 520 347 - 387 303 - - - Approach EB WB NB SB HCM Control Delay, s 44.2 27.9 0.4 1.7 HCM LOS E D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 889 - 94 662 87 633 806 - HCM Lane V/C Ratio 0.039 - 0.454 0.053 0.204 0.048 0.159 - HCM Control Delay (s) 9.2 - 71.9 10.7 56.7 11 10.3 - HCM Lane LOS A - F B F B B - HCM 95th %tile Q(veh) 0.1 - 1.9 0.2 0.7 0.1 0.6 - Scenario 1 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with Additional Lanes 23: Brumlow Ave & Residential Dwy 11/18/2021 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations r ) tt t Traffic Vol, veh/h 7 12 4 811 609 2 Future Vol, veh/h 7 12 4 811 609 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 150 - - 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 8 13 4 882 662 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1112 332 664 0 - 0 Stage 1 663 - - - - - Stage 2 449 - - - Critical Hdwy 6.84 6.94 4.14 - Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 2.22 - Pot Cap-1 Maneuver 203 664 921 - Stage 1 474 - - - Stage 2 610 - - - Platoon blocked, % - Mov Cap-1 Maneuver 202 664 921 - Mov Cap-2 Maneuver 333 - - - Stage 1 472 - - Stage 2 610 - - Approach EB NB SB HCM Control Delay, s 12.6 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 921 - 333 664 - HCM Lane V/C Ratio 0.005 - 0.023 0.02 - HCM Control Delay (s) 8.9 - 16.1 10.5 - HCM Lane LOS A - C B - HCM 95th %tile Q(veh) 0 - 0.1 0.1 - Scenario 1 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with Additional Lanes 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r tt r tt r Traffic Volume (vph) 353 1163 122 337 2227 193 141 240 244 192 343 470 Future Volume (vph) 353 1163 122 337 2227 193 141 240 244 192 343 470 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 4 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 41.3 Total Split (s) 21.0 66.0 66.0 26.0 71.0 71.0 11.0 33.0 33.0 15.0 37.0 37.0 Total Split (%) 15.0% 47.1 % 47.1 % 18.6% 50.7% 50.7% 7.9% 23.6% 23.6% 10.7% 26.4% 26.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lag Lag Lead Lead Lead Lead Lag Lag Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None None Act Effct Green (s) 15.7 63.9 63.9 18.7 66.9 66.9 36.2 26.5 26.5 36.2 30.5 30.5 Actuated g/C Ratio 0.11 0.46 0.46 0.13 0.48 0.48 0.26 0.19 0.19 0.26 0.22 0.22 v/c Ratio 0.98 0.53 0.16 0.78 0.96 0.25 0.63 0.38 0.51 0.67 0.47 0.96 Control Delay 102.9 28.8 4.2 69.0 23.6 2.0 53.8 51.1 9.1 52.9 49.7 61.7 Queue Delay 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 Delay 102.9 28.8 4.2 69.0 23.6 2.0 53.8 51.1 9.1 52.9 49.7 61.7 LOS F C A E C A D D A D D E Approach Delay 43.1 27.7 35.3 55.9 Approach LOS D C D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 110 (79%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.98 Intersection Signal Delay: 37.4 Intersection LOS: D Intersection Capacity Utilization 107.8% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 I A01 -1102 03 T 04 06 05 07 08 Scenario 1 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with Additional Lanes 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 50 1162 387 1 226 2179 66 422 23 154 52 Future Volume (vph) 5 50 1162 387 1 226 2179 66 422 23 154 52 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Prot NA D.P+P NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 2 6 8 Detector Phase 5 5 2 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 13.0 13.0 46.0 46.0 32.0 32.0 65.0 65.0 30.0 30.0 32.0 32.0 Total Split (%) 9.3% 9.3% 32.9% 32.9% 22.9% 22.9% 46.4% 46.4% 21.4% 21.4% 22.9% 22.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lag Lag Lead Lead Lead Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 74.4 53.5 53.5 73.3 68.2 68.2 22.4 24.4 45.5 22.8 Actuated g/C Ratio 0.53 0.38 0.38 0.52 0.49 0.49 0.16 0.17 0.32 0.16 v/c Ratio 0.40 0.64 0.48 0.72 0.94 0.11 0.82 0.48 0.69 0.83 Control Delay 53.7 48.4 23.3 34.0 19.7 0.3 69.6 13.6 48.2 83.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 53.7 48.4 23.3 34.0 19.7 0.3 69.6 13.6 48.2 83.8 LOS D D C C B A E B D F Approach Delay 42.5 20.5 51.9 67.7 Approach LOS D C D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 69 (49%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 34.6 Intersection LOS: C Intersection Capacity Utilization 87.3% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: Mustang Dr/Mustang Ct & SH 26 I A0I -Iwo2 T 04 03 06 O5 O7 Scenario 1 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with Additional Lanes 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Future Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm D.P+P NA Prot NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 6 4 Detector Phase 5 5 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 20.0 20.0 77.0 11.0 11.0 68.0 68.0 12.0 23.0 29.0 40.0 Total Split (%) 14.3% 14.3% 55.0% 7.9% 7.9% 48.6% 48.6% 8.6% 16.4% 20.7% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lag Lead Lead Lead Lead Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 86.7 85.2 88.8 72.0 72.0 33.2 8.7 23.1 27.5 Actuated g/C Ratio 0.62 0.61 0.63 0.51 0.51 0.24 0.06 0.16 0.20 v/c Ratio 0.91 0.52 0.11 0.86 0.42 0.29 0.48 0.77 0.81 Control Delay 73.7 7.6 11.5 34.5 3.3 41.4 50.0 65.2 34.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 73.7 7.6 11.5 34.5 3.3 41.4 50.0 65.2 34.2 LOS E A B C A D D E C Approach Delay 15.6 29.3 47.8 49.8 Approach LOS B C D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 28.5 Intersection LOS: C Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: Kimball Ave S & SH 26 �02 03 04 05 i 07 Scenario 1 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with Additional Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 19.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 30 0 27 92 0 141 41 748 52 81 821 48 Future Vol, veh/h 30 0 27 92 0 141 41 748 52 81 821 48 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 None - None - None - - None Storage Length 0 - 0 100 150 250 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 32 0 29 98 0 150 44 796 55 86 873 51 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1557 2010 462 1493 1980 398 924 0 0 851 0 0 Stage 1 1071 1071 - 884 884 - - - - - - - Stage 2 486 939 - 609 1096 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.98 4.16 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.34 2.23 - 2.22 - Pot Cap-1 Maneuver 76 58 547 - 85 61 596 729 - 783 - Stage 1 236 295 - 307 362 - - - - - Stage 2 531 341 - 449 287 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 50 49 547 - 70 51 596 729 - 783 - Mov Cap-2 Maneuver 50 49 - - 70 51 - - - - - Stage 1 222 263 - 289 340 - - - Stage 2 373 321 - 379 255 - - - Approach EB WB NB SB HCM Control Delay, s 90.3 144.9 0.5 0.9 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 729 - 50 547 70 596 783 - HCM Lane V/C Ratio 0.06 - 0.638 0.053 1.398 0.252 0.11 - HCM Control Delay (s) 10.3 - 160.9 11.9 $ 347 13.1 10.2 - HCM Lane LOS B - F B F B B - HCM 95th %tile Q(veh) 0.2 - 2.5 0.2 8 1 0.4 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 1 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with Additional Lanes 23: Brumlow Ave & Residential Dwy 11/18/2021 Intersection Int Delay, s/veh 0.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations r ) tt t Traffic Vol, veh/h 4 7 13 838 932 7 Future Vol, veh/h 4 7 13 838 932 7 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 150 - - 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 4 8 14 911 1013 8 Major/Minor Minor2 Majorl Major2 Conflicting Flow All 1501 511 1021 0 - 0 Stage 1 1017 - - - - - Stage 2 484 - - - Critical Hdwy 6.84 6.94 4.14 - Critical Hdwy Stg 1 5.84 - - - Critical Hdwy Stg 2 5.84 - - - Follow-up Hdwy 3.52 3.32 2.22 - Pot Cap-1 Maneuver 113 508 675 - Stage 1 310 - - - Stage 2 585 - - - Platoon blocked, % Mov Cap-1 Maneuver 111 508 675 - Mov Cap-2 Maneuver 226 - - Stage 1 303 - - Stage 2 585 Approach EB NB SB HCM Control Delay, s 15.5 0.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 675 - 226 508 - HCM Lane V/C Ratio 0.021 - 0.019 0.015 - HCM Control Delay (s) 10.4 - 21.2 12.2 - HCM Lane LOS B - C B - HCM 95th %tile Q(veh) 0.1 - 0.1 0 - Scenario 1 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Additional Lanes 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r tt r tt r Traffic Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 274 Future Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 274 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 4 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 41.3 Total Split (s) 34.0 68.0 68.0 21.0 55.0 55.0 17.0 36.0 36.0 15.0 34.0 34.0 Total Split(%) 24.3% 48.6% 48.6% 15.0% 39.3% 39.3% 12.1% 25.7% 25.7% 10.7% 24.3% 24.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lead Lag Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None None Act Effct Green (s) 23.0 70.0 70.0 15.7 62.8 62.8 33.1 26.9 26.9 33.1 21.4 21.4 Actuated g/C Ratio 0.16 0.50 0.50 0.11 0.45 0.45 0.24 0.19 0.19 0.24 0.15 0.15 v/c Ratio 0.78 0.92 0.30 0.56 0.40 0.15 0.61 0.38 0.94 0.60 0.23 0.60 Control Delay 65.7 39.9 9.6 68.3 32.3 13.4 50.1 50.0 53.8 54.1 51.7 10.9 Queue Delay 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 Delay 65.7 39.9 9.6 68.3 32.3 13.4 50.1 50.0 53.8 54.1 51.7 10.9 LOS E D A E C B D D D D D B Approach Delay 41.0 36.6 51.9 31.6 Approach LOS D D D C Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 66 (47%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 125 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 40.9 Intersection LOS: D Intersection Capacity Utilization 103.0% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg I -1002 *01 03 T 04 5 77 06 os 0 7 Scenario 2 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Additional Lanes 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 45 2183 640 7 222 804 211 369 56 48 15 Future Volume (vph) 4 45 2183 640 7 222 804 211 369 56 48 15 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Prot NA D.P+P NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 2 6 8 Detector Phase 5 5 2 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 25.0 25.0 55.0 55.0 30.0 30.0 60.0 60.0 25.0 38.0 17.0 30.0 Total Split (%) 17.9% 17.9% 39.3% 39.3% 21.4% 21.4% 42.9% 42.9% 17.9% 27.1 % 12.1 % 21.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 92.2 72.1 72.1 91.1 79.5 79.5 21.4 19.5 28.8 10.7 Actuated g/C Ratio 0.66 0.52 0.52 0.65 0.57 0.57 0.15 0.14 0.21 0.08 v/c Ratio 0.14 0.85 0.59 0.79 0.29 0.36 0.72 0.78 0.51 0.24 Control Delay 6.8 15.2 1.6 73.8 7.8 7.3 65.1 47.9 51.7 59.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.8 15.2 1.6 73.8 7.8 7.3 65.1 47.9 51.7 59.3 LOS A B A E A A E D D E Approach Delay 12.0 19.9 58.1 54.5 Approach LOS B B E D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 88 (63%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 20.7 Intersection LOS: C Intersection Capacity Utilization 91.8% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 2: Mustang Dr/Mustang Ct & SH 26 -1102 ■ 01 03 04 36 05 Ol 08 Scenario 2 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Additional Lanes 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 289 2183 6 32 1164 423 8 23 402 32 Future Volume (vph) 2 289 2183 6 32 1164 423 8 23 402 32 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm D.P+P NA Prot NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 6 4 Detector Phase 5 5 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 27.0 27.0 65.0 11.0 11.0 49.0 49.0 11.0 34.0 30.0 53.0 Total Split (%) 19.3% 19.3% 46.4% 7.9% 7.9% 35.0% 35.0% 7.9% 24.3% 21.4% 37.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lead Lag Lag Lead Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 94.2 90.7 95.3 72.6 72.6 28.8 6.6 22.2 27.4 Actuated g/C Ratio 0.67 0.65 0.68 0.52 0.52 0.21 0.05 0.16 0.20 v/c Ratio 0.75 0.73 0.31 0.48 0.44 0.04 0.20 0.81 0.42 Control Delay 30.9 5.1 31.1 23.7 3.3 38.6 56.9 69.2 14.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.9 5.1 31.1 23.7 3.3 38.6 56.9 69.2 14.3 LOS C A C C A D E E B Approach Delay 8.1 18.6 52.8 52.9 Approach LOS A B D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 4 (3%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 17.4 Intersection LOS: B Intersection Capacity Utilization 79.0% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Kimball Ave S & SH 26 gg I �02 T*�31 03 T 04 06 05 1 07 08 Scenario 2 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Additional Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 39 1 33 16 1 20 33 708 60 75 618 44 Future Vol, veh/h 39 1 33 16 1 20 33 708 60 75 618 44 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 None - None - None - - None Storage Length 0 - 0 150 150 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 41 1 34 17 1 21 34 738 63 78 644 46 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1261 1692 345 1285 1652 369 690 0 0 801 0 0 Stage 1 823 823 - 806 806 - - - - - - - Stage 2 438 869 - 479 846 - - - - - Critical Hdwy 7.56 6.54 7.06 7.54 6.54 6.94 4.32 - 4.14 - Critical Hdwy Stg 1 6.56 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.56 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.53 4.02 3.38 3.52 4.02 3.32 2.31 - 2.22 - Pot Cap-1 Maneuver 126 92 634 122 98 628 843 - 818 - Stage 1 332 386 - 342 393 - - - - - Stage 2 565 367 - 537 377 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 108 80 634 103 85 628 843 - 818 - Mov Cap-2 Maneuver 108 80 - 103 85 - - - - - Stage 1 319 349 - 328 377 - - - Stage 2 523 352 - 458 341 - - - Approach EB WB NB SB HCM Control Delay, s 37.1 27.8 0.4 1 HCM LOS E D Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 843 - 107 634 102 628 818 - HCM Lane V/C Ratio 0.041 - 0.389 0.054 0.174 0.033 0.096 - HCM Control Delay (s) 9.5 - 58.6 11 47.6 10.9 9.9 - HCM Lane LOS A - F B E B A - HCM 95th %tile Q(veh) 0.1 - 1.6 0.2 0.6 0.1 0.3 - Scenario 2 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Additional Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 5 6 10 14 2 73 3 723 94 79 586 2 Future Vol, veh/h 5 6 10 14 2 73 3 723 94 79 586 2 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 None - None - None - - None Storage Length 0 - 200 100 200 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 5 7 11 15 2 79 3 786 102 86 637 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1210 1704 320 1286 1603 393 639 0 0 888 0 0 Stage 1 810 810 - 792 792 - - - - - - - Stage 2 400 894 - 494 811 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 138 91 676 122 105 606 941 - 758 - Stage 1 340 391 - 349 399 - - - - - Stage 2 597 358 - 526 391 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 107 80 676 103 93 606 941 - 758 - Mov Cap-2 Maneuver 107 80 - 103 93 - - - - - Stage 1 339 347 - 348 398 - - - Stage 2 514 357 - 450 347 - - - Approach EB WB NB SB HCM Control Delay, s 31.7 18.2 0 1.2 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 941 - 90 676 102 606 758 - HCM Lane V/C Ratio 0.003 - 0.133 0.016 0.171 0.131 0.113 - HCM Control Delay (s) 8.8 - 51 10.4 47.4 11.8 10.4 - HCM Lane LOS A - F B E B B - HCM 95th %tile Q(veh) 0 - 0.4 0 0.6 0.4 0.4 - Scenario 2 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Additional Lanes 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r tt r tt r Traffic Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 520 Future Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 520 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 4 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 41.3 Total Split (s) 21.0 66.0 66.0 26.0 71.0 71.0 11.0 33.0 33.0 15.0 37.0 37.0 Total Split (%) 15.0% 47.1 % 47.1 % 18.6% 50.7% 50.7% 7.9% 23.6% 23.6% 10.7% 26.4% 26.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lag Lag Lead Lead Lead Lead Lag Lag Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None None Act Effct Green (s) 15.7 63.1 63.1 18.3 65.7 65.7 37.4 27.7 27.7 37.4 31.7 31.7 Actuated g/C Ratio 0.11 0.45 0.45 0.13 0.47 0.47 0.27 0.20 0.20 0.27 0.23 0.23 v/c Ratio 1.04 0.52 0.16 0.75 0.96 0.15 0.63 0.38 0.48 0.60 0.48 1.04 Control Delay 116.8 29.0 4.3 66.1 26.8 1.3 53.4 50.5 8.9 48.6 49.3 82.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 116.8 29.0 4.3 66.1 26.8 1.3 53.4 50.5 8.9 48.6 49.3 82.1 LOS F C A E C A D D A D D F Approach Delay 47.5 30.5 35.5 65.3 Approach LOS D C D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 110 (79%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 41.9 Intersection LOS: D Intersection Capacity Utilization 110.6% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 tsgI T*01 �02 03 T 04 06 05 07 08 Scenario 2 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Additional Lanes 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 11 1157 382 1 226 2121 122 419 26 151 57 Future Volume (vph) 5 11 1157 382 1 226 2121 122 419 26 151 57 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Prot NA D.P+P NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 2 6 8 Detector Phase 5 5 2 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 13.0 13.0 46.0 46.0 32.0 32.0 65.0 65.0 30.0 30.0 32.0 32.0 Total Split (%) 9.3% 9.3% 32.9% 32.9% 22.9% 22.9% 46.4% 46.4% 21.4% 21.4% 22.9% 22.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lag Lag Lead Lead Lead Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 83.8 60.6 60.6 80.7 80.8 80.8 23.3 16.2 38.1 14.6 Actuated g/C Ratio 0.60 0.43 0.43 0.58 0.58 0.58 0.17 0.12 0.27 0.10 v/c Ratio 0.13 0.56 0.45 0.66 0.77 0.17 0.78 0.61 0.81 0.64 Control Delay 28.4 41.8 21.5 29.9 8.1 0.3 65.8 19.0 67.0 80.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.4 41.8 21.5 29.9 8.1 0.3 65.8 19.0 67.0 80.3 LOS C D C C A A E B E F Approach Delay 36.6 9.7 50.7 72.3 Approach LOS D A D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 69 (49%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 26.7 Intersection LOS: C Intersection Capacity Utilization 83.5% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: Mustang Dr/Mustang Ct & SH 26 I A0I -Iwo2 T 04 03 06 O5 O7 Scenario 2 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Additional Lanes 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Future Volume (vph) 2 206 1477 4 16 2128 408 37 76 405 23 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm D.P+P NA Prot NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 6 4 Detector Phase 5 5 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 20.0 20.0 77.0 11.0 11.0 68.0 68.0 12.0 23.0 29.0 40.0 Total Split (%) 14.3% 14.3% 55.0% 7.9% 7.9% 48.6% 48.6% 8.6% 16.4% 20.7% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lag Lead Lead Lead Lead Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 86.7 85.2 88.8 72.0 72.0 33.2 8.7 23.1 27.5 Actuated g/C Ratio 0.62 0.61 0.63 0.51 0.51 0.24 0.06 0.16 0.20 v/c Ratio 0.91 0.52 0.11 0.86 0.42 0.29 0.48 0.77 0.81 Control Delay 76.4 7.7 11.5 34.5 3.3 41.4 50.0 65.2 34.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 76.4 7.7 11.5 34.5 3.3 41.4 50.0 65.2 34.2 LOS E A B C A D D E C Approach Delay 16.0 29.3 47.8 49.8 Approach LOS B C D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 28.6 Intersection LOS: C Intersection Capacity Utilization 96.9% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: Kimball Ave S & SH 26 �02 03 04 05 i 07 Scenario 2 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Additional Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 18.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 29 0 26 92 0 91 41 807 39 57 847 46 Future Vol, veh/h 29 0 26 92 0 91 41 807 39 57 847 46 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 None - None - None - - None Storage Length 0 - 0 150 150 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 31 0 28 98 0 97 44 859 41 61 901 49 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1566 2036 475 1520 2019 430 950 0 0 900 0 0 Stage 1 1048 1048 - 947 947 - - - - - - - Stage 2 518 988 - 573 1072 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.98 4.16 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.34 2.23 - 2.22 - Pot Cap-1 Maneuver 75 56 536 - 81 58 568 712 - 751 - Stage 1 244 303 - 281 338 - - - - - Stage 2 509 323 - 472 295 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 56 48 536 - 69 50 568 712 - 751 - Mov Cap-2 Maneuver 56 48 - - 69 50 - - - - - Stage 1 229 278 - 264 317 - - - Stage 2 396 303 - 411 271 - - - Approach EB WB NB SB HCM Control Delay, s 74.2 185.6 0.5 0.6 HCM LOS F F Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 712 - 56 536 69 568 751 - HCM Lane V/C Ratio 0.061 - 0.551 0.052 1.418 0.17 0.081 - HCM Control Delay (s) 10.4 - 129.9 12.1$ 356.7 12.6 10.2 - HCM Lane LOS B - F B F B B - HCM 95th %tile Q(veh) 0.2 - 2.2 0.2 8.1 0.6 0.3 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 2 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Additional Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 8.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 3 4 6 70 7 136 10 749 46 34 925 5 Future Vol, veh/h 3 4 6 70 7 136 10 749 46 34 925 5 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 None - None - None - - None Storage Length 0 - 200 100 200 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 3 4 7 76 8 148 11 814 50 37 1005 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1515 1968 505 1415 1920 407 1010 0 0 864 0 0 Stage 1 1082 1082 - 836 836 - - - - - - - Stage 2 433 886 - 579 1084 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 82 62 512 97 66 593 682 - 774 - Stage 1 232 292 - 328 381 - - - - - Stage 2 571 361 - 468 291 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 53 58 512 86 62 593 682 - 774 - Mov Cap-2 Maneuver 53 58 - 86 62 - - - - - Stage 1 228 278 - 323 375 - - - Stage 2 413 355 - 433 277 - - - Approach EB WB NB SB HCM Control Delay, s 48.2 77.3 0.1 0.3 HCM LOS E F Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 682 - 56 512 83 593 774 - HCM Lane V/C Ratio 0.016 - 0.136 0.013 1.008 0.249 0.048 - HCM Control Delay (s) 10.4 - 79.1 12.1 190.6 13.1 9.9 - HCM Lane LOS B - F B F B A - HCM 95th %tile Q(veh) 0 - 0.4 0 5.6 1 0.1 - Scenario 2 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Additional Lanes 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r tt r tt r Traffic Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 274 Future Volume (vph) 415 2240 250 200 869 113 198 248 454 148 117 274 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 4 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 41.3 Total Split (s) 34.0 68.0 68.0 21.0 55.0 55.0 17.0 36.0 36.0 15.0 34.0 34.0 Total Split(%) 24.3% 48.6% 48.6% 15.0% 39.3% 39.3% 12.1% 25.7% 25.7% 10.7% 24.3% 24.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lead Lead Lead Lag Lag Lag Lead Lead Lead Lag Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None None Act Effct Green (s) 23.0 70.0 70.0 15.7 62.8 62.8 33.1 26.9 26.9 33.1 21.4 21.4 Actuated g/C Ratio 0.16 0.50 0.50 0.11 0.45 0.45 0.24 0.19 0.19 0.24 0.15 0.15 v/c Ratio 0.78 0.92 0.30 0.56 0.40 0.15 0.61 0.38 0.94 0.60 0.23 0.60 Control Delay 65.7 39.9 9.6 67.9 32.0 13.3 50.1 50.0 53.8 54.1 51.7 10.9 Queue Delay 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 Delay 65.7 39.9 9.6 67.9 32.0 13.3 50.1 50.0 53.8 54.1 51.7 10.9 LOS E D A E C B D D D D D B Approach Delay 41.0 36.3 51.9 31.6 Approach LOS D D D C Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 66 (47%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 125 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 40.9 Intersection LOS: D Intersection Capacity Utilization 103.0% ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 gg I -1002 *01 03 T 04 5 77 06 os 0 7 Scenario 3 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Additional Lanes 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 45 2183 640 7 222 804 200 369 56 46 15 Future Volume (vph) 4 45 2183 640 7 222 804 200 369 56 46 15 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Prot NA D.P+P NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 2 6 8 Detector Phase 5 5 2 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 25.0 25.0 55.0 55.0 30.0 30.0 60.0 60.0 25.0 38.0 17.0 30.0 Total Split (%) 17.9% 17.9% 39.3% 39.3% 21.4% 21.4% 42.9% 42.9% 17.9% 27.1 % 12.1 % 21.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lead Lead Lag Lag Lead Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 92.3 72.2 72.2 91.2 79.7 79.7 21.3 19.5 28.6 10.6 Actuated g/C Ratio 0.66 0.52 0.52 0.65 0.57 0.57 0.15 0.14 0.20 0.08 v/c Ratio 0.14 0.85 0.58 0.79 0.29 0.34 0.72 0.78 0.49 0.24 Control Delay 6.8 15.1 1.6 73.9 7.6 6.9 65.1 47.9 54.0 62.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 6.8 15.1 1.6 73.9 7.6 6.9 65.1 47.9 54.0 62.5 LOS A B A E A A E D D E Approach Delay 11.9 19.8 58.1 57.2 Approach LOS B B E E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 88 (63%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.85 Intersection Signal Delay: 20.6 Intersection LOS: C Intersection Capacity Utilization 91.8% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 2: Mustang Dr/Mustang Ct & SH 26 -1102 ■ 01 03 04 36 05 Ol 08 Scenario 3 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Additional Lanes 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 286 2183 6 32 1164 423 8 23 402 32 Future Volume (vph) 2 286 2183 6 32 1164 423 8 23 402 32 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm D.P+P NA Prot NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 6 4 Detector Phase 5 5 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 27.0 27.0 65.0 11.0 11.0 49.0 49.0 11.0 34.0 30.0 53.0 Total Split (%) 19.3% 19.3% 46.4% 7.9% 7.9% 35.0% 35.0% 7.9% 24.3% 21.4% 37.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lead Lag Lag Lead Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 94.2 90.7 95.4 72.7 72.7 28.8 6.6 22.2 27.4 Actuated g/C Ratio 0.67 0.65 0.68 0.52 0.52 0.21 0.05 0.16 0.20 v/c Ratio 0.75 0.73 0.31 0.48 0.44 0.04 0.20 0.81 0.40 Control Delay 30.6 5.1 31.1 23.6 3.3 38.6 56.9 69.2 14.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.6 5.1 31.1 23.6 3.3 38.6 56.9 69.2 14.6 LOS C A C C A D E E B Approach Delay 8.0 18.5 52.8 53.7 Approach LOS A B D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 4 (3%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 17.4 Intersection LOS: B Intersection Capacity Utilization 79.0% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 3: Kimball Ave S & SH 26 gg I �02 T*�31 03 T 04 06 05 1 07 08 Scenario 3 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Additional Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 39 1 33 16 1 12 33 698 60 22 566 44 Future Vol, veh/h 39 1 33 16 1 12 33 698 60 22 566 44 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 None - None - None - - None Storage Length 0 - 0 100 150 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 96 96 96 96 96 96 96 96 96 96 96 96 Heavy Vehicles, % 3 2 8 2 2 2 11 3 2 2 4 3 Mvmt Flow 41 1 34 17 1 13 34 727 63 23 590 46 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1091 1517 318 1137 1477 364 636 0 0 790 0 0 Stage 1 659 659 - 795 795 - - - - - - - Stage 2 432 858 - 342 682 - - - - - Critical Hdwy 7.56 6.54 7.06 7.54 6.54 6.94 4.32 - 4.14 - Critical Hdwy Stg 1 6.56 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.56 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.53 4.02 3.38 3.52 4.02 3.32 2.31 - 2.22 - Pot Cap-1 Maneuver 168 118 660 157 125 633 885 - 826 - Stage 1 417 459 - 347 398 - - - - - Stage 2 569 372 - 646 448 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 155 110 660 140 117 633 885 - 826 - Mov Cap-2 Maneuver 155 110 - 140 117 - - - - - Stage 1 401 446 - 334 383 - - - Stage 2 535 358 - 594 435 - - - Approach EB WB NB SB HCM Control Delay, s 25.2 24.9 0.4 0.3 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 885 - 153 660 138 633 826 - HCM Lane V/C Ratio 0.039 - 0.272 0.052 0.128 0.02 0.028 - HCM Control Delay (s) 9.2 - 37.1 10.8 34.9 10.8 9.5 - HCM Lane LOS A - E B D B A - HCM 95th %tile Q(veh) 0.1 - 1 0.2 0.4 0.1 0.1 - Scenario 3 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Additional Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 5 6 10 14 2 68 3 718 94 45 568 2 Future Vol, veh/h 5 6 10 14 2 68 3 718 94 45 568 2 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 None - None - None - - None Storage Length 0 - 200 100 200 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 5 7 11 15 2 74 3 780 102 49 617 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1113 1604 310 1196 1503 390 619 0 0 882 0 0 Stage 1 716 716 - 786 786 - - - - - - - Stage 2 397 888 - 410 717 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 163 104 686 142 120 609 957 - 762 - Stage 1 387 432 - 351 401 - - - - - Stage 2 600 360 - 589 432 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 134 97 686 126 112 609 957 - 762 - Mov Cap-2 Maneuver 134 97 - 126 112 - - - - - Stage 1 386 404 - 350 400 - - - Stage 2 523 359 - 534 404 - - - Approach EB WB NB SB HCM Control Delay, s 26.5 16.8 0 0.7 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 957 - 111 686 124 609 762 - HCM Lane V/C Ratio 0.003 - 0.108 0.016 0.14 0.121 0.064 - HCM Control Delay (s) 8.8 - 41.3 10.3 38.7 11.7 10 - HCM Lane LOS A - E B E B B - HCM 95th %tile Q(veh) 0 - 0.4 0 0.5 0.4 0.2 - Scenario 3 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Additional Lanes 26: North Dwy & Continental Blvd 11/22/2021 Intersection Int Delay, s/veh 0.8 Movement EBT EBR WBL WBT NBL NBR Lane Configurations t r t r Traffic Vol, veh/h 1012 49 67 556 5 16 Future Vol, veh/h 1012 49 67 556 5 16 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length 150 150 - 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 1100 53 73 604 5 17 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 1153 0 1850 1100 Stage 1 - - - - 1100 - Stage 2 - 750 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 606 82 258 Stage 1 - 319 - Stage 2 - 467 - Platoon blocked, % Mov Cap-1 Maneuver 606 72 258 Mov Cap-2 Maneuver - 72 - Stage 1 - 319 Stage 2 - 411 Approach EB WB NB HCM Control Delay, s 0 1.3 29.3 HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 72 258 - 606 - HCM Lane V/C Ratio 0.075 0.067 0.12 - HCM Control Delay (s) 59 20 - 11.8 - HCM Lane LOS F C B - HCM 95th %tile Q(veh) 0.2 0.2 - 0.4 - Scenario 3 - AM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Additional Lanes 1: Pool Rd/Brumlow Ave & SH 26 11 /18/2021 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations )) ttt r )) ttt r tt r tt r Traffic Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 520 Future Volume (vph) 376 1139 122 317 2177 112 141 250 235 176 363 520 Turn Type Prot NA Perm Prot NA Perm D.P+P NA Perm D.P+P NA Perm Protected Phases 5 2 1 6 3 8 7 4 Permitted Phases 2 6 4 8 8 4 Detector Phase 5 2 2 1 6 6 3 8 8 7 4 4 Switch Phase Minimum Initial (s) 5.0 15.0 15.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 39.3 39.3 10.3 39.3 39.3 10.3 41.3 41.3 10.3 41.3 41.3 Total Split (s) 21.0 66.0 66.0 26.0 71.0 71.0 11.0 33.0 33.0 15.0 37.0 37.0 Total Split (%) 15.0% 47.1 % 47.1 % 18.6% 50.7% 50.7% 7.9% 23.6% 23.6% 10.7% 26.4% 26.4% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 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) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.3 Lead/Lag Lag Lag Lag Lead Lead Lead Lead Lag Lag Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max C-Max None None None None None None Act Effct Green (s) 15.7 63.1 63.1 18.3 65.7 65.7 37.4 27.7 27.7 37.4 31.7 31.7 Actuated g/C Ratio 0.11 0.45 0.45 0.13 0.47 0.47 0.27 0.20 0.20 0.27 0.23 0.23 v/c Ratio 1.04 0.52 0.16 0.75 0.96 0.15 0.63 0.38 0.48 0.60 0.48 1.04 Control Delay 116.8 29.0 4.3 66.1 26.7 1.3 53.4 50.5 8.9 48.6 49.3 82.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 116.8 29.0 4.3 66.1 26.7 1.3 53.4 50.5 8.9 48.6 49.3 82.1 LOS F C A E C A D D A D D F Approach Delay 47.5 30.5 35.5 65.3 Approach LOS D C D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 110 (79%), Referenced to phase 6:WBT, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.04 Intersection Signal Delay: 41.9 Intersection LOS: D Intersection Capacity Utilization 110.6% ICU Level of Service H Analysis Period (min) 15 Splits and Phases: 1: Pool Rd/Brumlow Ave & SH 26 tsgI T*01 �02 03 T 04 06 05 07 08 Scenario 3 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Additional Lanes 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 11 1157 382 1 226 2121 119 419 26 141 57 Future Volume (vph) 5 11 1157 382 1 226 2121 119 419 26 141 57 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Prot NA D.P+P NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 2 6 8 Detector Phase 5 5 2 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 13.0 13.0 46.0 46.0 32.0 32.0 65.0 65.0 30.0 30.0 32.0 32.0 Total Split (%) 9.3% 9.3% 32.9% 32.9% 22.9% 22.9% 46.4% 46.4% 21.4% 21.4% 22.9% 22.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lag Lag Lead Lead Lead Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None None Act Effct Green (s) 83.8 60.6 60.6 80.7 80.8 80.8 23.3 17.2 38.1 14.6 Actuated g/C Ratio 0.60 0.43 0.43 0.58 0.58 0.58 0.17 0.12 0.27 0.10 v/c Ratio 0.13 0.56 0.45 0.66 0.77 0.17 0.78 0.59 0.78 0.64 Control Delay 28.4 41.8 21.5 30.0 8.1 0.3 65.8 18.2 64.2 78.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.4 41.8 21.5 30.0 8.1 0.3 65.8 18.2 64.2 78.9 LOS C D C C A A E B E E Approach Delay 36.6 9.7 50.4 70.3 Approach LOS D A D E Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 69 (49%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 26.4 Intersection LOS: C Intersection Capacity Utilization 82.9% ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 2: Mustang Dr/Mustang Ct & SH 26 I A0I -Iw02 T 04 03 06 05 07 08 Scenario 3 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Additional Lanes 3: Kimball Ave S & SH 26 11 /18/2021 Lane Group EBU EBL EBT WBU WBL WBT WBR NBL NBT SBL SBT Lane Configurations ) tt ) ttt r t Traffic Volume (vph) 2 185 1479 4 16 2131 404 37 76 403 23 Future Volume (vph) 2 185 1479 4 16 2131 404 37 76 403 23 Turn Type D.P+P D.P+P NA D.P+P D.P+P NA Perm D.P+P NA Prot NA Protected Phases 5 5 2 1 1 6 3 8 7 4 Permitted Phases 6 6 2 2 6 4 Detector Phase 5 5 2 1 1 6 6 3 8 7 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 10.3 10.3 38.3 38.3 10.3 41.6 10.3 41.6 Total Split (s) 20.0 20.0 77.0 11.0 11.0 68.0 68.0 12.0 23.0 29.0 40.0 Total Split (%) 14.3% 14.3% 55.0% 7.9% 7.9% 48.6% 48.6% 8.6% 16.4% 20.7% 28.6% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 4.3 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 1.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.3 5.6 Lead/Lag Lag Lag Lag Lead Lead Lead Lead Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max None None C-Max C-Max None None None None Act Effct Green (s) 86.8 85.3 88.9 72.1 72.1 33.1 8.7 23.0 27.4 Actuated g/C Ratio 0.62 0.61 0.64 0.52 0.52 0.24 0.06 0.16 0.20 v/c Ratio 0.82 0.52 0.11 0.86 0.42 0.29 0.48 0.77 0.80 Control Delay 61.3 7.4 11.5 34.4 3.3 41.5 50.0 65.3 32.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 61.3 7.4 11.5 34.4 3.3 41.5 50.0 65.3 32.4 LOS E A B C A D D E C Approach Delay 13.3 29.3 47.8 49.1 Approach LOS B C D D Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.86 Intersection Signal Delay: 27.6 Intersection LOS: C Intersection Capacity Utilization 95.8% ICU Level of Service F Analysis Period (min) 15 Splits and Phases: 3: Kimball Ave S & SH 26 �02 03 04 05 i 07 Scenario 3 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 3 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Additional Lanes 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Intersection Int Delay, s/veh 12.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 29 0 26 92 0 51 41 767 39 31 830 46 Future Vol, veh/h 29 0 26 92 0 51 41 767 39 31 830 46 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 None - None - None - - None Storage Length 0 - 0 100 150 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 0 Peak Hour Factor 94 94 94 94 94 94 94 94 94 94 94 94 Heavy Vehicles, % 2 2 2 2 2 4 3 2 2 2 2 2 Mvmt Flow 31 0 28 98 0 54 44 816 41 33 883 49 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1470 1919 466 1412 1902 408 932 0 0 857 0 0 Stage 1 974 974 - 904 904 - - - - - - - Stage 2 496 945 - 508 998 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.98 4.16 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.34 2.23 - 2.22 - Pot Cap-1 Maneuver 89 67 543 98 68 587 724 - 779 - Stage 1 270 328 - 298 354 - - - - - Stage 2 524 339 - 516 320 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 75 60 543 - 86 61 587 724 - 779 - Mov Cap-2 Maneuver 75 60 - - 86 61 - - - - - Stage 1 254 314 - 280 332 - - - Stage 2 447 318 - 469 307 - - - Approach EB WB NB SB HCM Control Delay, s 49.5 150.6 0.5 0.3 HCM LOS E F Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 724 - 75 543 86 587 779 - HCM Lane V/C Ratio 0.06 - 0.411 0.051 1.138 0.092 0.042 - HCM Control Delay (s) 10.3 - 83.1 12 227.6 11.8 9.8 - HCM Lane LOS B - F B F B A - HCM 95th %tile Q(veh) 0.2 - 1.6 0.2 6.8 0.3 0.1 - Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Scenario 3 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Additional Lanes 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Intersection Int Delay, s/veh 7.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations *' r r ) tt r ) t Traffic Vol, veh/h 3 4 6 70 7 112 10 733 46 20 922 5 Future Vol, veh/h 3 4 6 70 7 112 10 733 46 20 922 5 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 None - None - None - - None Storage Length 0 - 200 100 200 200 - Veh in Median Storage, # 0 - 0 - - 0 - - 0 Grade, % 0 - 0 - - 0 - - 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 3 4 7 76 8 122 11 797 50 22 1002 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 1474 1918 504 1366 1870 399 1007 0 0 847 0 0 Stage 1 1049 1049 - 819 819 - - - - - - - Stage 2 425 869 - 547 1051 - - - - - Critical Hdwy 7.54 6.54 6.94 7.54 6.54 6.94 4.14 - 4.14 - Critical Hdwy Stg 1 6.54 5.54 - 6.54 5.54 - - - - - Critical Hdwy Stg 2 6.54 5.54 - 6.54 5.54 - - - - - Follow-up Hdwy 3.52 4.02 3.32 3.52 4.02 3.32 2.22 - 2.22 - Pot Cap-1 Maneuver 88 67 513 106 71 601 684 - 786 - Stage 1 243 303 - 336 388 - - - - - Stage 2 578 367 - 489 302 - - - - - Platoon blocked, % - - Mov Cap-1 Maneuver 62 64 513 96 68 601 684 - 786 - Mov Cap-2 Maneuver 62 64 - 96 68 - - - - - Stage 1 239 295 - 331 382 - - - Stage 2 444 361 - 462 294 - - - Approach EB WB NB SB HCM Control Delay, s 43.2 67.9 0.1 0.2 HCM LOS E F Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h) 684 - 63 513 93 601 786 - HCM Lane V/C Ratio 0.016 - 0.121 0.013 0.9 0.203 0.028 - HCM Control Delay (s) 10.3 - 69.8 12.1 148.4 12.5 9.7 - HCM Lane LOS B - F B F B A - HCM 95th %tile Q(veh) 0 - 0.4 0 5.1 0.8 0.1 - Scenario 3 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 8 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Additional Lanes 26: North Dwy & Continental Blvd 11/22/2021 Intersection Int Delay, s/veh 1.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations t r t r Traffic Vol, veh/h 596 22 25 1004 24 67 Future Vol, veh/h 596 22 25 1004 24 67 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized None - None - None Storage Length 150 150 - 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 648 24 27 1091 26 73 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 672 0 1793 648 Stage 1 - - - - 648 - Stage 2 - 1145 - Critical Hdwy 4.12 6.42 6.22 Critical Hdwy Stg 1 - 5.42 - Critical Hdwy Stg 2 - 5.42 - Follow-up Hdwy 2.218 3.518 3.318 Pot Cap-1 Maneuver 919 89 470 Stage 1 - 521 - Stage 2 - 303 - Platoon blocked, % Mov Cap-1 Maneuver 919 86 470 Mov Cap-2 Maneuver - 86 - Stage 1 - 521 Stage 2 - 294 Approach EB WB NB HCM Control Delay, s 0 0.2 27.3 HCM LOS D Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 86 470 - 919 - HCM Lane V/C Ratio 0.303 0.155 0.03 - HCM Control Delay (s) 64.1 14.1 - 9 - HCM Lane LOS F B A - HCM 95th %tile Q(veh) 1.1 0.5 - 0.1 - Scenario 3 - PM Peak Hour with Additional Lanes 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations 1� tt r t Traffic Volume (vph) 40 1 16 1 33 698 87 123 561 Future Volume (vph) 40 1 16 1 33 698 87 123 561 Turn Type D.P+P NA D.P+P NA D.P+P NA Perm D.P+P NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 8 4 6 2 2 Detector Phase 7 4 3 8 5 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s) 12.0 18.0 12.0 18.0 10.0 30.0 30.0 10.0 30.0 Total Split (%) 17.1 % 25.7% 17.1 % 25.7% 14.3% 42.9% 42.9% 14.3% 42.9% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max Act Effct Green (s) 9.6 8.9 10.3 6.1 52.0 44.9 44.9 50.2 51.1 Actuated g/C Ratio 0.14 0.13 0.15 0.09 0.74 0.64 0.64 0.72 0.73 v/c Ratio 0.17 0.16 0.07 0.19 0.06 0.32 0.08 0.23 0.25 Control Delay 23.6 12.0 21.2 14.9 2.3 7.2 2.0 5.6 7.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.6 12.0 21.2 14.9 2.3 7.2 2.0 5.6 7.8 LOS C B C B A A A A A Approach Delay 18.3 17.1 6.4 7.4 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 10 (14%), Referenced to phase 2:NBSB and 6:NBSB, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.32 Intersection Signal Delay: 7.7 Intersection LOS: A Intersection Capacity Utilization 46.2% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 5: Brumlow Ave & Warwick Way/Hart St 01 0343 05 06 07 08 Scenario 1 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations 1� tt r t Traffic Volume (vph) 30 0 92 0 41 748 52 81 821 Future Volume (vph) 30 0 92 0 41 748 52 81 821 Turn Type D.P+P NA D.P+P NA D.P+P NA Perm D.P+P NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 8 4 6 2 2 Detector Phase 7 4 3 8 5 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s) 10.0 20.0 12.0 22.0 10.0 28.0 28.0 10.0 28.0 Total Split(%) 14.3% 28.6% 17.1% 31.4% 14.3% 40.0% 40.0% 14.3% 40.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max Act Effct Green (s) 9.3 5.5 9.3 7.1 49.2 43.6 43.6 48.3 46.2 Actuated g/C Ratio 0.13 0.08 0.13 0.10 0.70 0.62 0.62 0.69 0.66 v/c Ratio 0.16 0.07 0.41 0.32 0.10 0.36 0.05 0.17 0.40 Control Delay 24.1 0.3 29.5 1.7 2.9 8.5 1.6 5.3 9.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 24.1 0.3 29.5 1.7 2.9 8.5 1.6 5.3 9.6 LOS C A C A A A A A A Approach Delay 12.8 12.7 7.8 9.2 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 9 (13%), Referenced to phase 2:NBSB and 6:NBSB, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.41 Intersection Signal Delay: 9.1 Intersection LOS: A Intersection Capacity Utilization 56.3% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 5: Brumlow Ave & Warwick Way/Hart St 01 031-0 43 05 06 07 08 Scenario 1 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations 1� tt r t Traffic Volume (vph) 39 1 16 1 33 708 60 75 618 Future Volume (vph) 39 1 16 1 33 708 60 75 618 Turn Type D.P+P NA D.P+P NA D.P+P NA Perm D.P+P NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 8 4 6 2 2 Detector Phase 7 4 3 8 5 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s) 12.0 18.0 12.0 18.0 10.0 30.0 30.0 10.0 30.0 Total Split (%) 17.1 % 25.7% 17.1 % 25.7% 14.3% 42.9% 42.9% 14.3% 42.9% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max Act Effct Green (s) 9.5 8.9 10.3 6.1 52.0 45.6 45.6 50.2 51.1 Actuated g/C Ratio 0.14 0.13 0.15 0.09 0.74 0.65 0.65 0.72 0.73 v/c Ratio 0.17 0.16 0.07 0.14 0.06 0.32 0.06 0.14 0.27 Control Delay 23.6 12.1 21.3 16.0 1.8 7.0 1.8 5.3 8.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.6 12.1 21.3 16.0 1.8 7.0 1.8 5.3 8.0 LOS C B C B A A A A A Approach Delay 18.3 18.3 6.4 7.7 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 10 (14%), Referenced to phase 2:NBSB and 6:NBSB, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.32 Intersection Signal Delay: 7.8 Intersection LOS: A Intersection Capacity Utilization 43.8% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 5: Brumlow Ave & Warwick Way/Hart St 01 0343 05 06 07 08 Scenario 2 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations 4 r tt r t Traffic Volume (vph) 5 6 10 14 2 3 723 94 79 586 Future Volume (vph) 5 6 10 14 2 3 723 94 79 586 Turn Type Perm NA Perm Perm NA Perm NA Perm D.P+P NA Protected Phases 4 8 2 1 6 Permitted Phases 4 4 8 2 2 2 Detector Phase 4 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 9.5 22.5 Total Split (s) 24.0 24.0 24.0 24.0 24.0 35.0 35.0 35.0 11.0 46.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 50.0% 50.0% 50.0% 15.7% 65.7% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s) 6.7 6.7 6.7 6.7 48.4 48.4 48.4 52.7 57.2 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.69 0.69 0.69 0.75 0.82 v/c Ratio 0.08 0.05 0.11 0.36 0.01 0.32 0.09 0.15 0.22 Control Delay 29.0 0.4 33.6 16.2 2.3 2.2 0.1 2.6 3.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.0 0.4 33.6 16.2 2.3 2.2 0.1 2.6 3.0 LOS C A C B A A A A A Approach Delay 15.3 18.9 2.0 2.9 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 50 (71 %), Referenced to phase 2:NBSB and 6:SBT, Start of Green Natural Cycle: 55 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.36 Intersection Signal Delay: 3.5 Intersection LOS: A Intersection Capacity Utilization 43.1 % ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 23: Brumlow Ave & Residential Dwy/Mustang Extension 01 I OO 06 L IF s38 Scenario 2 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations 1� tt r t Traffic Volume (vph) 29 0 92 0 41 807 39 57 847 Future Volume (vph) 29 0 92 0 41 807 39 57 847 Turn Type D.P+P NA D.P+P NA D.P+P NA Perm D.P+P NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 8 4 6 2 2 Detector Phase 7 4 3 8 5 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s) 10.0 20.0 12.0 22.0 10.0 28.0 28.0 10.0 28.0 Total Split(%) 14.3% 28.6% 17.1% 31.4% 14.3% 40.0% 40.0% 14.3% 40.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max Act Effct Green (s) 9.3 5.5 9.3 7.1 49.2 46.8 46.8 49.2 46.2 Actuated g/C Ratio 0.13 0.08 0.13 0.10 0.70 0.67 0.67 0.70 0.66 v/c Ratio 0.15 0.06 0.41 0.19 0.10 0.36 0.04 0.13 0.41 Control Delay 23.9 0.3 29.5 0.8 5.7 8.4 0.6 5.9 9.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.9 0.3 29.5 0.8 5.7 8.4 0.6 5.9 9.7 LOS C A C A A A A A A Approach Delay 12.7 15.3 7.9 9.5 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 9 (13%), Referenced to phase 2:NBSB and 6:NBSB, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.41 Intersection Signal Delay: 9.4 Intersection LOS: A Intersection Capacity Utilization 52.1 % ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 5: Brumlow Ave & Warwick Way/Hart St 01 01 0343 0536 07 08 Scenario 2 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations *' r tt r t Traffic Volume (vph) 3 4 6 70 7 10 749 46 34 925 Future Volume (vph) 3 4 6 70 7 10 749 46 34 925 Turn Type Perm NA Perm D.P+P NA Perm NA Perm D.P+P NA Protected Phases 4 3 8 2 1 6 Permitted Phases 4 4 4 2 2 2 Detector Phase 4 4 4 3 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.5 22.5 22.5 9.5 22.5 22.5 22.5 22.5 9.5 22.5 Total Split (s) 20.0 20.0 20.0 12.0 32.0 28.0 28.0 28.0 10.0 38.0 Total Split(%) 28.6% 28.6% 28.6% 17.1% 45.7% 40.0% 40.0% 40.0% 14.3% 54.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lag Lead Lag Lag Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s) 5.9 5.9 8.5 9.4 47.2 47.2 47.2 49.8 51.6 Actuated g/C Ratio 0.08 0.08 0.12 0.13 0.67 0.67 0.67 0.71 0.74 v/c Ratio 0.04 0.02 0.35 0.46 0.03 0.34 0.04 0.07 0.39 Control Delay 29.8 0.2 31.6 12.3 5.7 4.8 0.9 1.2 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.8 0.2 31.6 12.3 5.7 4.8 0.9 1.2 1.6 LOS C A C B A A A A A Approach Delay 15.0 18.6 4.6 1.6 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 35 (50%), Referenced to phase 2:NBSB and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.46 Intersection Signal Delay: 4.7 Intersection LOS: A Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 23: Brumlow Ave & Residential Dwy/Mustang Extension 01 t02 03 �434 06L08 Scenario 2 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations 1� tt r t Traffic Volume (vph) 39 1 16 1 33 698 60 22 566 Future Volume (vph) 39 1 16 1 33 698 60 22 566 Turn Type D.P+P NA D.P+P NA D.P+P NA Perm D.P+P NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 8 4 6 2 2 Detector Phase 7 4 3 8 5 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s) 13.0 18.0 13.0 18.0 10.0 29.0 29.0 10.0 29.0 Total Split (%) 18.6% 25.7% 18.6% 25.7% 14.3% 41.4% 41.4% 14.3% 41.4% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lag Lag Lead Lag Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max Act Effct Green (s) 8.4 6.8 9.4 5.9 54.0 53.3 53.3 54.0 53.2 Actuated g/C Ratio 0.12 0.10 0.13 0.08 0.77 0.76 0.76 0.77 0.76 v/c Ratio 0.19 0.20 0.07 0.10 0.06 0.27 0.05 0.04 0.24 Control Delay 26.5 14.0 21.8 17.8 3.6 7.7 0.8 4.3 6.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.5 14.0 21.8 17.8 3.6 7.7 0.8 4.3 6.4 LOS C B C B A A A A A Approach Delay 20.8 20.0 7.0 6.3 Approach LOS C B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 10 (14%), Referenced to phase 2:NBSB and 6:NBSB, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.27 Intersection Signal Delay: 7.6 Intersection LOS: A Intersection Capacity Utilization 43.5% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 5: Brumlow Ave & Warwick Way/Hart St 01t3 03 05 06 07 08 Scenario 3 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations 4 r tt r t Traffic Volume (vph) 5 6 10 14 2 3 718 94 45 568 Future Volume (vph) 5 6 10 14 2 3 718 94 45 568 Turn Type Perm NA Perm Perm NA Perm NA Perm D.P+P NA Protected Phases 4 8 2 1 6 Permitted Phases 4 4 8 2 2 2 Detector Phase 4 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 9.5 22.5 Total Split (s) 24.0 24.0 24.0 24.0 24.0 35.0 35.0 35.0 11.0 46.0 Total Split (%) 34.3% 34.3% 34.3% 34.3% 34.3% 50.0% 50.0% 50.0% 15.7% 65.7% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s) 6.7 6.7 6.7 6.7 50.6 50.6 50.6 54.5 57.2 Actuated g/C Ratio 0.10 0.10 0.10 0.10 0.72 0.72 0.72 0.78 0.82 v/c Ratio 0.08 0.05 0.11 0.35 0.01 0.30 0.09 0.08 0.21 Control Delay 29.1 0.4 32.7 14.7 5.3 3.9 1.4 4.2 3.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.1 0.4 32.7 14.7 5.3 3.9 1.4 4.2 3.8 LOS C A C B A A A A A Approach Delay 15.4 17.7 3.6 3.8 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 39 (56%), Referenced to phase 2:NBSB and 6:SBT, Start of Green Natural Cycle: 55 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.35 Intersection Signal Delay: 4.6 Intersection LOS: A Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 Scenario 3 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations 1� tt r t Traffic Volume (vph) 29 0 92 0 41 767 39 31 830 Future Volume (vph) 29 0 92 0 41 767 39 31 830 Turn Type D.P+P NA D.P+P NA D.P+P NA Perm D.P+P NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 8 4 6 2 2 Detector Phase 7 4 3 8 5 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 9.5 22.5 9.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s) 10.0 20.0 12.0 22.0 10.0 28.0 28.0 10.0 28.0 Total Split(%) 14.3% 28.6% 17.1% 31.4% 14.3% 40.0% 40.0% 14.3% 40.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lag Lead Lead Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max None C-Max Act Effct Green (s) 10.8 5.5 9.8 6.7 48.8 48.4 48.4 49.7 45.8 Actuated g/C Ratio 0.15 0.08 0.14 0.10 0.70 0.69 0.69 0.71 0.65 v/c Ratio 0.13 0.06 0.39 0.11 0.10 0.33 0.04 0.07 0.41 Control Delay 22.3 0.3 28.5 0.4 5.7 6.6 0.7 5.5 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.3 0.3 28.5 0.4 5.7 6.6 0.7 5.5 9.9 LOS C A C A A A A A A Approach Delay 11.9 18.5 6.3 9.8 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 8 (11 %), Referenced to phase 2:NBSB and 6:NBSB, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.41 Intersection Signal Delay: 9.0 Intersection LOS: A Intersection Capacity Utilization 51.6% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 5: Brumlow Ave & Warwick Way/Hart St t02 01 �434 03 0536 08 07 MME Scenario 3 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 -11 --1. 4--- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations *' r tt r t Traffic Volume (vph) 3 4 6 70 7 10 733 46 20 922 Future Volume (vph) 3 4 6 70 7 10 733 46 20 922 Turn Type Perm NA Perm D.P+P NA Perm NA Perm D.P+P NA Protected Phases 4 3 8 2 1 6 Permitted Phases 4 4 4 2 2 2 Detector Phase 4 4 4 3 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 22.5 22.5 22.5 9.5 22.5 22.5 22.5 22.5 9.5 22.5 Total Split (s) 20.0 20.0 20.0 12.0 32.0 28.0 28.0 28.0 10.0 38.0 Total Split(%) 28.6% 28.6% 28.6% 17.1% 45.7% 40.0% 40.0% 40.0% 14.3% 54.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lag Lag Lag Lead Lag Lag Lag Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None C-Max C-Max C-Max None C-Max Act Effct Green (s) 5.9 5.9 8.4 9.3 50.3 50.3 50.3 51.9 54.6 Actuated g/C Ratio 0.08 0.08 0.12 0.13 0.72 0.72 0.72 0.74 0.78 v/c Ratio 0.04 0.02 0.36 0.41 0.03 0.31 0.04 0.04 0.37 Control Delay 29.8 0.2 31.3 9.8 5.4 4.5 0.9 0.9 1.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.8 0.2 31.3 9.8 5.4 4.5 0.9 0.9 1.3 LOS C A C A A A A A A Approach Delay 15.0 17.7 4.3 1.3 Approach LOS B B A A Intersection Summa Cycle Length: 70 Actuated Cycle Length: 70 Offset: 35 (50%), Referenced to phase 2:NBSB and 6:SBT, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.41 Intersection Signal Delay: 4.2 Intersection LOS: A Intersection Capacity Utilization 48.4% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 23: Brumlow Ave & Residential Dwy/Mustang Extension 01 t02 03 �434 06L08 Scenario 3 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour Mustang Single Lane EB and Split Phasing 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 134 2185 643 7 222 865 157 375 50 12 Future Volume (vph) 4 134 2185 643 7 222 865 157 375 50 12 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA NA Protected Phases 5 5 2 1 1 6 3 3 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 Total Split (s) 12.0 12.0 64.0 64.0 21.0 21.0 73.0 73.0 35.0 35.0 20.0 Total Split (%) 8.6% 8.6% 45.7% 45.7% 15.0% 15.0% 52.1 % 52.1 % 25.0% 25.0% 14.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None Act Effct Green (s) 80.8 65.1 65.1 80.8 72.3 72.3 22.1 22.1 15.3 Actuated g/C Ratio 0.58 0.46 0.46 0.58 0.52 0.52 0.16 0.16 0.11 v/c Ratio 0.53 0.94 0.61 0.93 0.34 0.30 0.71 0.69 0.72 Control Delay 13.3 21.3 1.6 66.9 3.1 1.2 62.8 36.7 90.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.3 21.3 1.6 66.9 3.1 1.2 62.8 36.7 90.1 LOS B C A E A A E D F Approach Delay 16.7 14.6 52.5 90.1 Approach LOS B B D F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 55 (39%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.94 Intersection Signal Delay: 22.0 Intersection LOS: C Intersection Capacity Utilization 92.7% ICU Level of Service F Analysis Period (min) 15 Scenario 1 - AM Peak Hour Mustang Single Lane EB and Split Phasing 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour Mustang Single Lane EB and Split Phasing 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 50 1162 387 1 226 2179 66 422 23 52 Future Volume (vph) 5 50 1162 387 1 226 2179 66 422 23 52 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA NA Protected Phases 5 5 2 1 1 6 3 3 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 Total Split (s) 12.0 12.0 58.0 58.0 19.0 19.0 65.0 65.0 38.0 38.0 25.0 Total Split (%) 8.6% 8.6% 41.4% 41.4% 13.6% 13.6% 46.4% 46.4% 27.1 % 27.1 % 17.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None Act Effct Green (s) 67.5 52.7 52.7 66.4 62.1 62.1 24.7 24.7 27.1 Actuated g/C Ratio 0.48 0.38 0.38 0.47 0.44 0.44 0.18 0.18 0.19 v/c Ratio 0.43 0.65 0.49 0.96 1.03 0.12 0.74 0.48 1.48 Control Delay 45.1 54.9 23.3 51.4 34.2 0.2 62.1 12.9 275.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.1 54.9 23.3 51.4 34.2 0.2 62.1 12.9 275.4 LOS D D C D C A E B F Approach Delay 47.0 34.9 46.5 275.4 Approach LOS D C D F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 70 (50%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.48 Intersection Signal Delay: 56.5 Intersection LOS: E Intersection Capacity Utilization 96.0% ICU Level of Service F Analysis Period (min) 15 Scenario 1 - PM Peak Hour Mustang Single Lane EB and Split Phasing 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Mustang Single Lane EB and Split Phasing 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 45 2183 640 7 222 804 211 369 56 15 Future Volume (vph) 4 45 2183 640 7 222 804 211 369 56 15 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA NA Protected Phases 5 5 2 1 1 6 3 3 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 Total Split (s) 12.0 12.0 64.0 64.0 21.0 21.0 73.0 73.0 35.0 35.0 20.0 Total Split (%) 8.6% 8.6% 45.7% 45.7% 15.0% 15.0% 52.1 % 52.1 % 25.0% 25.0% 14.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None Act Effct Green (s) 83.5 66.7 66.7 82.4 77.7 77.7 22.1 22.1 13.7 Actuated g/C Ratio 0.60 0.48 0.48 0.59 0.56 0.56 0.16 0.16 0.10 v/c Ratio 0.17 0.92 0.60 0.93 0.30 0.37 0.70 0.73 0.69 Control Delay 7.3 19.8 1.8 66.0 2.7 1.8 62.5 42.6 100.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.3 19.8 1.8 66.0 2.7 1.8 62.5 42.6 100.1 LOS A B A E A A E D F Approach Delay 15.6 14.2 54.5 100.1 Approach LOS B B D F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 55 (39%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 21.6 Intersection LOS: C Intersection Capacity Utilization 92.2% ICU Level of Service F Analysis Period (min) 15 Scenario 2 - AM Peak Mustang Single Lane EB and Split Phasing 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour Mustang Single Lane EB and Split Phasing 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 11 1157 382 1 226 2121 122 419 26 57 Future Volume (vph) 5 11 1157 382 1 226 2121 122 419 26 57 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA NA Protected Phases 5 5 2 1 1 6 3 3 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 Total Split (s) 12.0 12.0 58.0 58.0 19.0 19.0 65.0 65.0 38.0 38.0 25.0 Total Split (%) 8.6% 8.6% 41.4% 41.4% 13.6% 13.6% 46.4% 46.4% 27.1 % 27.1 % 17.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None Act Effct Green (s) 69.6 52.7 52.7 66.4 66.9 66.9 24.6 24.6 27.2 Actuated g/C Ratio 0.50 0.38 0.38 0.47 0.48 0.48 0.18 0.18 0.19 v/c Ratio 0.13 0.64 0.48 0.97 0.93 0.20 0.74 0.49 1.10 Control Delay 39.5 54.2 24.3 55.5 13.6 0.3 62.1 13.5 139.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.5 54.2 24.3 55.5 13.6 0.3 62.1 13.5 139.7 LOS D D C E B A E B F Approach Delay 46.7 16.8 46.4 139.7 Approach LOS D B D F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 70 (50%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.10 Intersection Signal Delay: 36.4 Intersection LOS: D Intersection Capacity Utilization 89.3% ICU Level of Service E Analysis Period (min) 15 Scenario 2 - PM Peak Hour Mustang Single Lane EB and Split Phasing 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour Mustang Single Lane EB and Split Phasing 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 4 45 2183 640 7 222 804 200 369 56 15 Future Volume (vph) 4 45 2183 640 7 222 804 200 369 56 15 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA NA Protected Phases 5 5 2 1 1 6 3 3 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 Total Split (s) 12.0 12.0 64.0 64.0 21.0 21.0 73.0 73.0 35.0 35.0 20.0 Total Split (%) 8.6% 8.6% 45.7% 45.7% 15.0% 15.0% 52.1 % 52.1 % 25.0% 25.0% 14.3% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None Act Effct Green (s) 83.8 67.0 67.0 82.7 77.9 77.9 22.1 22.1 13.4 Actuated g/C Ratio 0.60 0.48 0.48 0.59 0.56 0.56 0.16 0.16 0.10 v/c Ratio 0.17 0.92 0.60 0.92 0.30 0.35 0.70 0.73 0.69 Control Delay 7.3 19.3 1.8 66.1 2.5 1.5 62.5 42.6 94.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.3 19.3 1.8 66.1 2.5 1.5 62.5 42.6 94.4 LOS A B A E A A E D F Approach Delay 15.2 14.2 54.5 94.4 Approach LOS B B D F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 55 (39%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 135 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.92 Intersection Signal Delay: 21.2 Intersection LOS: C Intersection Capacity Utilization 92.1 % ICU Level of Service F Analysis Period (min) 15 Scenario 3 - AM Peak Hour Mustang Single Lane EB and Split Phasing 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour Mustang Single Lane EB and Split Phasing 2: Mustang Dr/Mustang Ct & SH 26 11/22/2021 (F, 4--- , Lane Group EBU EBL EBT EBR WBU WBL WBT WBR NBL NBT SBT Lane Configurations ) ttt r ) ttt r Traffic Volume (vph) 5 11 1157 382 1 226 2121 119 419 26 57 Future Volume (vph) 5 11 1157 382 1 226 2121 119 419 26 57 Turn Type D.P+P D.P+P NA Perm D.P+P D.P+P NA Perm Split NA NA Protected Phases 5 5 2 1 1 6 3 3 4 Permitted Phases 6 6 2 2 2 6 Detector Phase 5 5 2 2 1 1 6 6 3 3 4 Switch Phase Minimum Initial (s) 5.0 5.0 15.0 15.0 5.0 5.0 15.0 15.0 5.0 5.0 5.0 Minimum Split (s) 10.3 10.3 26.3 26.3 10.3 10.3 38.3 38.3 41.6 41.6 41.6 Total Split (s) 12.0 12.0 58.0 58.0 19.0 19.0 65.0 65.0 38.0 38.0 25.0 Total Split (%) 8.6% 8.6% 41.4% 41.4% 13.6% 13.6% 46.4% 46.4% 27.1 % 27.1 % 17.9% Yellow Time (s) 4.3 4.3 4.3 4.3 4.3 4.3 4.3 4.3 3.6 3.6 3.6 All -Red Time (s) 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 5.3 5.3 5.3 5.3 5.3 5.3 5.6 5.6 5.6 Lead/Lag Lead Lead Lead Lead Lag Lag Lag Lag Lead Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None Max Max None None C-Max C-Max None None None Act Effct Green (s) 69.6 52.7 52.7 66.4 66.9 66.9 24.6 24.6 27.2 Actuated g/C Ratio 0.50 0.38 0.38 0.47 0.48 0.48 0.18 0.18 0.19 v/c Ratio 0.13 0.64 0.48 0.97 0.93 0.20 0.74 0.49 1.05 Control Delay 39.5 54.2 24.3 59.8 15.2 0.3 62.1 13.5 125.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 39.5 54.2 24.3 59.8 15.2 0.3 62.1 13.5 125.4 LOS D D C E B A E B F Approach Delay 46.7 18.6 46.4 125.4 Approach LOS D B D F Intersection Summa Cycle Length: 140 Actuated Cycle Length: 140 Offset: 70 (50%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 145 Control Type: Actuated -Coordinated Maximum v/c Ratio: 1.05 Intersection Signal Delay: 36.4 Intersection LOS: D Intersection Capacity Utilization 88.8% ICU Level of Service E Analysis Period (min) 15 Scenario 3 - PM Peak Hour Mustang Single Lane EB and Split Phasing 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - AM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 42 36 17 31 34 727 91 128 631 v/c Ratio 0.17 0.16 0.07 0.19 0.06 0.32 0.08 0.23 0.25 Control Delay 23.6 12.0 21.2 14.9 2.3 7.2 2.0 5.6 7.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.6 12.0 21.2 14.9 2.3 7.2 2.0 5.6 7.8 Queue Length 50th (ft) 17 0 7 0 1 83 0 10 27 Queue Length 95th (ft) 35 25 19 23 m4 231 34 43 135 Internal Link Dist (ft) 225 685 633 647 Turn Bay Length (ft) 100 150 250 Base Capacity (vph) 261 339 263 331 580 2250 1075 564 2509 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.11 0.06 0.09 0.06 0.32 0.08 0.23 0.25 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Scenario 1 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 1 - PM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 32 30 98 151 44 796 55 86 924 v/c Ratio 0.15 0.18 0.38 0.49 0.11 0.40 0.06 0.18 0.43 Control Delay 22.6 14.5 27.3 11.3 3.5 10.4 1.8 6.1 11.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.6 14.5 27.3 11.3 3.5 10.4 1.8 6.1 11.0 Queue Length 50th (ft) 13 0 41 0 2 138 0 7 94 Queue Length 95th (ft) 28 23 65 46 m11 m224 m11 32 223 Internal Link Dist (ft) 225 685 633 647 Turn Bay Length (ft) 100 150 250 Base Capacity (vph) 209 375 267 501 417 2011 970 474 2128 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.15 0.08 0.37 0.30 0.11 0.40 0.06 0.18 0.43 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Scenario 1 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 1 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 41 35 17 22 34 738 63 78 690 v/c Ratio 0.17 0.16 0.07 0.14 0.06 0.32 0.06 0.14 0.27 Control Delay 23.6 12.1 21.3 16.0 1.8 7.0 1.8 5.3 8.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 23.6 12.1 21.3 16.0 1.8 7.0 1.8 5.3 8.0 Queue Length 50th (ft) 17 0 7 0 0 93 1 6 31 Queue Length 95th (ft) 34 25 19 19 4 255 22 28 150 Internal Link Dist (ft) 225 685 633 647 Turn Bay Length (ft) 150 150 200 Base Capacity (vph) 260 337 262 324 548 2285 1089 550 2514 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.16 0.10 0.06 0.07 0.06 0.32 0.06 0.14 0.27 Intersection Summary Scenario 2 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - AM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 � � t Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 12 11 15 81 3 786 102 86 639 v/c Ratio 0.08 0.05 0.11 0.36 0.01 0.32 0.09 0.15 0.22 Control Delay 29.0 0.4 33.6 16.2 2.3 2.2 0.1 2.6 3.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.0 0.4 33.6 16.2 2.3 2.2 0.1 2.6 3.0 Queue Length 50th (ft) 5 0 8 10 0 23 0 6 25 Queue Length 95th (ft) 19 0 m25 55 m1 31 m0 7 60 Internal Link Dist (ft) 381 787 315 633 Turn Bay Length (ft) 100 200 200 Base Capacity (vph) 431 508 389 500 526 2445 1125 577 2891 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.02 0.04 0.16 0.01 0.32 0.09 0.15 0.22 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Scenario 2 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 31 29 98 98 44 859 41 61 950 v/c Ratio 0.14 0.18 0.38 0.38 0.10 0.37 0.04 0.13 0.42 Control Delay 22.8 15.0 27.8 11.6 6.3 9.1 0.7 6.5 10.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.8 15.0 27.8 11.6 6.3 9.1 0.7 6.5 10.4 Queue Length 50th (ft) 12 0 41 0 2 140 0 5 98 Queue Length 95th (ft) 28 23 67 39 24 266 6 24 223 Internal Link Dist (ft) 225 685 633 647 Turn Bay Length (ft) 150 150 200 Base Capacity (vph) 221 374 264 462 428 2334 1100 463 2286 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.14 0.08 0.37 0.21 0.10 0.37 0.04 0.13 0.42 Intersection Summary Scenario 2 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 2 - PM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 � � t Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 7 7 76 156 11 814 50 37 1010 v/c Ratio 0.04 0.02 0.35 0.46 0.03 0.34 0.04 0.07 0.39 Control Delay 29.8 0.2 31.6 12.3 5.7 4.8 0.9 1.4 1.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.8 0.2 31.6 12.3 5.7 4.8 0.9 1.4 1.6 Queue Length 50th (ft) 3 0 45 29 0 11 1 0 2 Queue Length 95th (ft) 14 0 70 74 m7 m157 m3 m3 17 Internal Link Dist (ft) 381 787 315 633 Turn Bay Length (ft) 100 200 200 Base Capacity (vph) 412 478 229 717 357 2388 1121 508 2608 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.01 0.33 0.22 0.03 0.34 0.04 0.07 0.39 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Scenario 2 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 41 35 17 14 34 727 63 23 636 v/c Ratio 0.20 0.20 0.08 0.09 0.06 0.27 0.05 0.04 0.24 Control Delay 26.8 14.1 24.3 17.5 3.6 7.7 1.9 4.1 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 26.8 14.1 24.3 17.5 3.6 7.7 1.9 4.1 6.3 Queue Length 50th (ft) 17 0 7 0 5 54 0 2 27 Queue Length 95th (ft) 34 25 19 16 18 307 23 12 136 Internal Link Dist (ft) 225 685 633 647 Turn Bay Length (ft) 100 150 200 Base Capacity (vph) 227 317 227 319 605 2679 1248 601 2621 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.18 0.11 0.07 0.04 0.06 0.27 0.05 0.04 0.24 Intersection Summary Scenario 3 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - AM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 � � t Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 12 11 15 76 3 780 102 49 619 v/c Ratio 0.08 0.05 0.11 0.35 0.01 0.30 0.09 0.08 0.21 Control Delay 29.1 0.4 31.2 14.1 5.3 4.0 1.5 2.4 2.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.1 0.4 31.2 14.1 5.3 4.0 1.5 2.4 2.0 Queue Length 50th (ft) 5 0 9 15 0 57 0 5 42 Queue Length 95th (ft) 19 0 m24 50 m2 95 m1 2 5 Internal Link Dist (ft) 381 787 315 633 Turn Bay Length (ft) 100 200 200 Base Capacity (vph) 432 508 389 496 563 2567 1176 591 2894 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.03 0.02 0.04 0.15 0.01 0.30 0.09 0.08 0.21 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Scenario 3 - AM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Brumlow Signals 5: Brumlow Ave & Warwick Way/Hart St 11/18/2021 Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 31 29 98 55 44 816 41 33 932 v/c Ratio 0.13 0.18 0.39 0.25 0.10 0.33 0.04 0.07 0.41 Control Delay 22.2 15.1 28.1 12.6 5.9 6.7 0.7 5.5 10.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 22.2 15.1 28.1 12.6 5.9 6.7 0.7 5.5 10.0 Queue Length 50th (ft) 11 0 40 0 2 23 0 3 103 Queue Length 95th (ft) 29 23 68 30 22 258 6 15 211 Internal Link Dist (ft) 225 685 633 647 Turn Bay Length (ft) 100 150 200 Base Capacity (vph) 244 374 274 430 436 2439 1142 497 2292 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.13 0.08 0.36 0.13 0.10 0.33 0.04 0.07 0.41 Intersection Summary Scenario 3 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 4 DRAFT - RELEASED FOR REVIEW PURPOSES ONLY (11-22-2021) JOHN DENHOLM, P.E. (97330), LEE ENGINEERING (F-450) Scenario 3 - PM Peak Hour with Brumlow Signals 23: Brumlow Ave & Residential Dwy/Mustang Extension 11/18/2021 � � t Lane Group EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Group Flow (vph) 7 7 76 130 11 797 50 22 1007 v/c Ratio 0.04 0.02 0.36 0.41 0.03 0.31 0.04 0.04 0.37 Control Delay 29.8 0.2 31.3 9.8 5.4 4.5 0.9 0.8 1.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 29.8 0.2 31.3 9.8 5.4 4.5 0.9 0.8 1.2 Queue Length 50th (ft) 3 0 39 17 0 10 1 0 3 Queue Length 95th (ft) 14 0 60 49 m7 m154 m3 m1 8 Internal Link Dist (ft) 381 787 315 633 Turn Bay Length (ft) 100 200 200 Base Capacity (vph) 412 478 226 702 381 2544 1184 536 2757 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.01 0.34 0.19 0.03 0.31 0.04 0.04 0.37 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Scenario 3 - PM Peak Hour with Brumlow Signals 12:22 am 10/13/2021 Baseline Synchro 11 Report Page 5