Press Alt + R to read the document text or Alt + P to download or print.
This document contains no pages.
Item 9 - Traffic Impact Study
TRAFFIC IMPACT STUDY
Verizon Facility
Southlake, Texas
November 2018
Prepared for
Wick Fisher White
1201 North Bowser Road
Richardson, Texas 75081
Firm Registration No. 312
AVO 32534
11/05/2018
Verizon Facility November 2018
Southlake, Texas AVO 32534
- i -
Table of Contents
I. INTRODUCTION ................................................................................................................ 1
1.1 Proposed Site Changes ................................................................................................ 1
II. ANALYSIS .......................................................................................................................... 2
2.1 Traffic Volumes............................................................................................................. 2
2.1.1 Existing Traffic Patterns ......................................................................................... 2
2.1.2 Projected Background Traffic Patterns .................................................................. 2
2.2 Queuing Theory ............................................................................................................ 2
2.3 Main Drive Capacity ..................................................................................................... 3
2.3.1 Design Elements ................................................................................................... 3
2.3.2 Impedance Elements ............................................................................................. 3
2.4 RESULTS ..................................................................................................................... 4
2.5 Intersection Analysis Results ........................................................................................ 5
2.5.1 Existing Conditions ................................................................................................ 5
2.5.2 Projected Traffic Conditions ................................................................................... 5
2.6 Queuing Analysis .......................................................................................................... 6
2.6.1 Projected Average and Max Queues ..................................................................... 6
2.6.2 On-Site Circulation ................................................................................................ 7
III. SUMMARY AND RECOMMENDATIONS ........................................................................ 9
Verizon Facility November 2018
Southlake, Texas AVO 32534
- ii -
List of Figures
Figure 1 - Area Map .................................................................................................................... 1
List of Tables
Table 1 – Level-of-Service Criteria for Unsignalized Intersections .............................................. 4
Table 2 – Level-of-Service Criteria for Signalized Intersections .................................................. 4
Table 3 – LOS Summary for Existing Conditions ........................................................................ 5
Table 4 – LOS Summary for Projected Conditions ...................................................................... 5
Table 5 – Projected Vehicle Queue Length for Varying Service Rates ........................................ 7
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 1 -
I. INTRODUCTION
Halff Associates, Inc. (Halff) conducted a Traffic Study (TIS) for Wick Fisher White related to the
existing Verizon Facility located in Southlake, Texas. The following report is an update from the
previous TIS report submitted in September 2018. Figure 1 below is a map detailing the site
location.
Figure 1 - Area Map
The existing facility is located on the northeast quadrant of SH 114 and Dove Road. Along the
southern edge of the site is Dove Road, which ranges from a 2-lane undivided roadway to a 4-
lane divided. Along the east side of the site is Kirkwood Boulevard, which also ranges from a 2-
lane undivided roadway to a 4-lane divided roadway. Along the west side is SH 114, which is a
controlled access freeway. Access to the existing site is via two driveways. The main entrance is
from Dove Road and a secondary entrance is located on Kirkwood Boulevard.
1.1 Proposed Site Changes
As part of an effort to increase security at the site, it is being proposed that the secondary drive
be closed and all traffic in and out of the site occur through the main driveway. Additionally, the
main driveway would be gated and employees/visitors would be required to enter via card reader
or by checking in with a security guard.
Dove Rd
Existing
Verizon
Facility
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 2 -
II. ANALYSIS
Halff used standard transportation engineering practices in conducting the traffic study for the
facility. The focus of the study was to examine the potential for queuing at the main drive once a
security gate is installed and employees are required to use a card reader/security guard for entry.
The traffic study examined the projected impacts of the changes to the site at the intersection of
the main driveway and Dove Road.
It is noted that a signal warrant study for the intersection of Dove Road at Kirkwood Boulevard
was prepared for a development project unrelated to the Verizon site. That study recommended
that a traffic signal be installed at the subject intersection. The signal has been installed and is
operational.
2.1 Traffic Volumes
For the update, turning movement counts were collected at the existing driveway intersections,
main driveway at Dove Road and the secondary drive at Kirkwood Boulevard, and at the
signalized intersection of Dove Road at Kirkwood Boulevard. The data collection times included
the morning (7:00 to 9:00 AM) and an afternoon/evening (2:00 to 6:00 PM) peak. The peak hour
for the AM peak, PM peak, and School PM peak were selected based on that data. Copies of the
traffic count data can be found Appendix A.
2.1.1 Existing Traffic Patterns
Exhibits 1 through 3 in Appendix B show the existing turning movement volumes at the driveways
serving the site and the study intersection for the peak hours. Based on the collected data, the
secondary drive off of Kirkwood Boulevard carries only a small portion of the overall traffic for the
site (less than 10 percent of daily and peak hour volumes). Truck traffic at the site is
approximately three (3) percent of the total traffic.
2.1.2 Projected Background Traffic Patterns
With the proposed change to make the secondary drive and exit only, all traffic into the site would
enter at the main drive. Restriction of entering traffic at the secondary drive results in an increase
in entering volumes at the main driveway. The amount of increase varies, but the overall increase
for the combined three peak hours (AM, PM, and School PM) in 9.5 percent (115 vehicles to 126
vehicles). Exhibits 4 through 6 in Appendix B show the projected volumes at the site driveways
and study intersection with the proposed change in place for the peak hours.
2.2 Queuing Theory
The queuing theory and methodologies used in the preparation of this report are based on
information contained in the traffic engineering text, Traffic Flow Fundamentals by Adolf D. May.
The procedure used to calculate projected queues required the input of two variables: gate
capacity and projected gate volume or demand.
Gate capacity is the amount of vehicles that can pass through the security check point in a given
amount of time and is typically measured in vehicles per hour. Gate demand is the actual number
of vehicles passing through the gate in the specified time and is also measured in vehicles per
hour.
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 3 -
Knowing the average capacity and demand volumes at the main gate allows the application of
queuing theory equations and methodologies to calculate queue lengths for given conditions. In
general, when level of demand approaches (or exceeds) capacity, a queue of vehicles is formed.
The excess vehicles are stored (or queued) upstream of the restriction point or service area, such
as the main entry, and their passage through the service area is delayed. This queue will be
present until a point at which the demand drops below the capacity and remains low enough for
the queue to clear the service area.
In this study, the vehicular demand at the main gate was determined based on observed
conditions at the main drive gate for both the peak 15-minute and peak one-hour period of
demand.
2.3 Main Drive Capacity
The capacity of a gate/driveway is a function of design and impedance. Design refers to elements
that are “built in” or always present. Impedance refers to elements that impact capacity, but are
subject to variability.
2.3.1 Design Elements
As stated above, design refers to elements that are always present such as the width and number
of traffic lanes. In this case, there is currently a single inbound lane at the main driveway. There
are no gates or guard house that require inbound vehicles to stop.
Under the proposed conditions, there will be a gate and guard house at the main entry.
Employees entering the site will be required to check in a guard house or use a card reader to
open the gated access for entry. At this time, it has not yet been determined if there will be a
single lane for access or two lanes.
For employees utilizing a card reader to open gate, the average service time is 7 to 10 seconds.
This is the total time from the moment the employee slows to enter the gate area, pulls up to the
gate/reader, actives the gate, and then clears the gate area. This corresponds to approximately
350 to 500 vehicles per hour.
2.3.2 Impedance Elements
Now it is necessary to examine the potential impedances to the driveway operations, which are
elements that are not regularly present in daily operations. Any blockage of traffic flow through
the main gate would reduce the capacity at the gate and depending on the severity, could result
in excess queue formation. For this facility, the most likely impedance would be visitors and
delivery trucks that do not have a card to active the gate, or employees who do not have their
gate card with them. Drivers of these vehicles would be required to check in with a guard before
being allowed entry into the site. Average service time for this type of check-in can range from
20 to 40 seconds, which corresponds to a service rate of 90 to 180 vehicles per hour.
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 4 -
2.4 RESULTS
All analyses of the study intersections and driveways were conducted using the Synchro 10 traffic
analysis software package. Copies of the analysis reports can be found in Appendix C. Table 1
below details the LOS rankings for unsignalized intersections based on the information provided
in the Highway Capacity Manual (HCM). Table 2 summarizes the LOS rankings for signalized
intersections.
LOS rankings shown in the results section are based on the combined average delay for all
approaches at the study intersections. At unsignalized intersections where only two (or one)
approaches are controlled (stop or yield); the LOS ranking shown is based on the worst approach.
Table 1 – Level-of-Service Criteria for Unsignalized Intersections
LOS Characteristics Average Stopped
Delay (sec / veh)
A Completely free-flow conditions 10.0
B Indicative of free-flow conditions, although the presence of other vehicles is
noticeable > 10.0 and 15.0
C The influence of traffic density on operations becomes marked > 15.0 and 25.0
D The ability to maneuver is severely restricted due to congestion > 25.0 and 35.0
E Operations are at or near capacity and are unstable > 35.0 and 50.0
F Forced flow or breakdown characterized by queues > 50.0
Table 2 – Level-of-Service Criteria for Signalized Intersections
LOS Characteristics Average Stopped
Delay (sec/veh)
A No delays at intersection with smooth progression of traffic.
Uncongested operations; all vehicles clear in a single signal cycle.
10.0
B >10.0 and 20.0
C Moderate delays at intersections with satisfactory to good progression of traffic.
Light congestion; occasional backups on critical approaches. >20.0 and 35.0
D
40-percent probability of delays of one cycle or more at every intersection. No
progression of traffic along the roadway with 90 percent probability of being
stopped at every intersection experiencing “D” condition. Significant congestion
on critical approaches, but intersections are functional. Vehicles are required to
wait through more than one cycle during short peaks. No long standing lines
formed.
>35.0 and 55.0
E
Heavy traffic flow condition. Delays of two or more cycles are probable. No
progression. 100 percent probability of stopping at intersection. Blockage of
intersection may occur if traffic signal does not provide for protected turning
movements.
>55.0 and 80.0
F
Unstable flow. Heavy congestion. Traffic moves in forced flow condition. Three
or more cycles to pass through intersection. Total breakdown with stop-and-go
operations.
>80.0
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 5 -
2.5 Intersection Analysis Results
2.5.1 Existing Conditions
Table 3 below summarizes the LOS ranking for the site driveways and Dove Road at Kirkwood
Boulevard for the AM, PM, and School PM peak hours for the existing conditions.
Table 3 – LOS Summary for Existing Conditions
Intersection AM Peak PM Peak School PM Peak
LOS Delay (sec) LOS Delay (sec) LOS Delay (sec)
Main Drive at Dove Road
(SB approach) B 10.3 B 11.8 A 9.5
Secondary Drive at Kirkwood Blvd
(EB approach) B 14.1 B 11.8 A 9.4
Dove Road at Kirkwood Blvd B 18.1 B 15.0 B 18.4
As can be seen in the table above, there is minimal delay to the outbound vehicles at both the
main and secondary driveways serving the site. Further examination of the Synchro reports (See
Appendix C) shows that the eastbound left-turn from Dove Road entering the site operates at a
LOS rank of A during both the AM and PM peak hours. The estimated 95 percentile queue, or
maximum queue, for the inbound left-turn is less than one vehicle in length.
2.5.2 Projected Traffic Conditions
Table 3Table 4 below summarizes the LOS ranking for the site driveways for the AM and PM
peak hours for the projected conditions.
Table 4 – LOS Summary for Projected Conditions
Intersection AM Peak PM Peak School PM Peak
LOS Delay (sec) LOS Delay (sec) LOS Delay (sec)
Main Drive at Dove Road
(SB approach) B 10.3 B 11.8 A 9.7
Secondary Drive at Kirkwood Blvd
(EB approach) B 14.1 B 11.8 A 9.4
Dove Road at Kirkwood Blvd B 18.1 B 15.0 B 18.4
The results in the table above show that closure of the secondary drive to inbound traffic will have
a negligible impact on the operations of the main driveway nor the signalized intersection. Based
on the analyses, the small increase in volumes at the main drive will not cause a significant
increase in the overall delay for outbound traffic, nor the eastbound left-turn into the site.
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 6 -
2.6 Queuing Analysis
As was stated above, the length of a queue is determined by two factors; the capacity, or mean
service rate per channel (represented by the symbol μ), and the demand, or mean arrival rate
(represented by the symbol λ). Dividing the arrival rate by the service rate calculates the traffic
intensity factor (represented by the symbol ρ) as shown below.
=λ
Once the traffic intensity factor (ρ) has been calculated, it is input into the following equation to
determine the average number of vehicles in the system [E(n)], which is both vehicles waiting in
queue and at the main gate.
= 1 −
To determine the maximum queue, also known as the 95th percentile queue, it is necessary to
use the following equation:
= 1 −
The above equation gives the probability of exactly n units in the system. By substituting a
possible queue length (i.e., 4 for four vehicles in queue) in the equation for n, the probability of
that number of vehicles can be calculated. Therefore, the 95th percentile, or maximum queue, is
determined to be queue length where the probability of that queue length is below 5 percent. For
example, if ρ is equal to 0.50 and we assume four (4) vehicles in queue, the equation would be:
4 = 0.50 1 − 0.50 = 0.031 3.1%
Therefore, the probability of having four (4) vehicles total in queue is around 3%, or conversely,
97% of the time, the queue will be four (4) vehicles or less.
2.6.1 Projected Average and Max Queues
From section 2.3 above, it was determined that a card reader activated gate will have a capacity
between 350 and 500 vehicles per hour, and the guard check-in will range from 90 to 180 vehicles
per hour. Based on the collected traffic data, the peak 15 min arrival rate at the main driveway
will be approximately 40 vehicles in the 15-minute period. The peak hour arrival rate is and
average of 100 vehicles per hour. Utilizing these service and arrival rates, both average queues
and maximum queues were calculated. These are summarized in Table 5 below.
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 7 -
Table 5 – Projected Vehicle Queue Length for Varying Service Rates
Service Rate
(s/veh)
Capacity
(veh/hr)
Projected Queue (vehicles)
Peak 15 min (40 veh) Peak Hour (100 veh)
Average Max Average Max
7 seconds 500 < 1 3 < 1 2
10 seconds 350 1 4 < 1 3
20 seconds 180 8 8 1.25 4
40 seconds 90 Exceeds
capacity
Exceeds
capacity
Exceeds
capacity
Exceeds
capacity
Examination of the results presented in the table above shows that a card reading entry gate will
adequately serve the anticipated demand. The average queue is projected to be less than one
(1) vehicle, which means the gate area will sit empty at times, even during the peak periods. The
maximum queue is projected to not be more than four (4) vehicles, which is approximately 100
feet in length. The existing main drive has sufficient length to store the projected maximum queue
for card reader operations.
If entry to the site by check-in at the guard house only is utilized in place of a card reader, the
peak 15-minute arrival rate (40 vehicles) is very close to the service rate (45 vehicles). As a
result, the traffic intensity factor is 0.89 and the resulting projected queue for the peak 15-minute
period increases to 8 vehicles. Thus, the projected queue would exceed the on-site storage. For
the peak hour of arrival, the average queue would have a minor increase to approximately 1.25
vehicles hour. Furthermore, if the average service time is more than 20 seconds per vehicle, the
traffic intensity factor exceeds one, which indicates that the demand exceeds the capacity. The
result is extensive queuing during the peak hours of operation.
Therefore, it is recommended that a card reader be used for employee access. Furthermore, it
is recommended that there be a separate lane for employees to use the card reader. The length
of the lane will need to be a minimum of 50 feet long, which will minimize the possibility of the
lane being blocked by the semi-tractor trailer that is stopped at the guard house to check in.
Projected queuing of truck traffic is projected to be minimal. Based on the collected traffic data,
the truck arrival rate (includes both single-unit trucks and semi-tractor trailers) is less than one (1)
truck every 15 minutes. Both the average queue and the maximum que will be no more than one
truck in length. This assumes that there are two service lanes, one lane with a card reader for
employees and one for all other traffic that goes through check-in with a guard.
2.6.2 On-Site Circulation
As part of the traffic study, it was requested that Halff examine the on-site circulation, with a focus
on potential impacts of the proposed closure of the secondary drive and the possible realignment
of the entrance drive to accommodate on-site queues.
Based on the results of the queuing study, the projected queues can be contained within the
length of the existing driveway, therefore, no realignment of the driveway is necessary. It is
anticipated that the driveway will be widened to accommodate two inbound lanes of traffic. Given
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 8 -
that the main drive will not be relocated, there should be no material impact to the existing
circulation on the site. Trucks will continue to circulate around the site in a clockwise direction to
access the loading bays and employees will have direct access to the parking areas.
Verizon Facility November 2018
Southlake, Texas AVO 32534
- 9 -
III. SUMMARY AND RECOMMENDATIONS
The following list of finding and recommendations is based on the results of the analyses
presented in the report above:
•Conversion of the secondary drive on Kirkwood Boulevard to exit only will have negligible
impact on site operations. The secondary drive serves less than 10 percent of the overall
inbound traffic.
•Truck traffic represents approximately three (3) percent of the total traffic.
•For card reader operations at the main drive, the average queue is projected to be less
the one (1) vehicle and the maximum queue will be no more than four (4) vehicles during
either the peak 15-minute period, or the peak hour.
•Projected truck queues (both average and maximum) will be no greater than one truck.
•The existing main entry drive has sufficient storage length for the projected maximum
queue.
•Halff recommends that the existing driveway remain in its current location, but that the
driveway be widened to accommodate an additional inbound traffic lane. It is
recommended that the additional lane be approximately 50 feet in length, which will
allow employees to bypass any queue at the guard house lane, minimizing the
potential blocking of the employee entrance.
•Impacts to on-site circulation, as a result of the proposed changes, will be minimal and
should not affect traffic operations on the site.
•The proposed change in operation has no discernable impact on the operation of the
signalized intersection at Dove Road at Kirkwood Boulevard.
Verizon Facility
Southlake, Texas AVO 32534
- A -
APPENDIX A
Traffic Count Data
GRAM Traffic NTX Inc.
1120 W. Lovers Lane
Arlington, Texas, United States 76013
817.265.8968
Count Name: VERIZON MAIN
DRIVE @ DOVE RD
Site Code:
Start Date: 10/24/2018
Page No: 1
Turning Movement Data
Start Time
VERIZON MAIN DRIVE DOVE RD Northbound St.DOVE RD
Southbound Westbound Northbound Eastbound
Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total
Int.
Total
7:00 AM 1 0 12 1 14 0 45 0 0 45 0 0 0 0 0 21 61 0 0 82 141
7:15 AM 0 0 2 1 3 0 62 0 0 62 0 0 0 0 0 11 141 0 0 152 217
7:30 AM 0 0 3 0 3 0 125 1 0 126 0 0 0 0 0 24 184 0 0 208 337
7:45 AM 0 0 3 0 3 0 146 1 0 147 0 0 0 0 0 24 181 0 0 205 355
Hourly Total 1 0 20 2 23 0 378 2 0 380 0 0 0 0 0 80 567 0 0 647 1050
8:00 AM 0 0 7 0 7 0 51 1 0 52 0 0 0 0 0 21 139 0 0 160 219
8:15 AM 0 0 1 0 1 0 58 1 0 59 0 0 0 0 0 32 121 0 1 154 214
8:30 AM 0 0 6 1 7 0 34 0 0 34 0 0 0 0 0 35 92 0 0 127 168
8:45 AM 0 0 3 0 3 0 51 2 0 53 0 0 0 0 0 32 69 0 0 101 157
Hourly Total 0 0 17 1 18 0 194 4 0 198 0 0 0 0 0 120 421 0 1 542 758
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1
*** BREAK *** - - - - - - - - - - - - - - - - - - - - -
Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 1 1
2:00 PM 0 0 5 0 5 0 27 0 0 27 0 0 0 0 0 8 33 0 0 41 73
2:15 PM 0 0 8 0 8 0 41 1 0 42 0 0 0 0 0 4 45 0 0 49 99
2:30 PM 0 0 16 0 16 0 40 1 0 41 0 0 0 0 0 5 42 0 1 48 105
2:45 PM 0 0 24 0 24 0 47 0 0 47 0 0 0 0 0 14 47 0 0 61 132
Hourly Total 0 0 53 0 53 0 155 2 0 157 0 0 0 0 0 31 167 0 1 199 409
3:00 PM 1 0 29 0 30 0 115 3 0 118 0 0 0 0 0 2 44 0 0 46 194
3:15 PM 0 0 15 0 15 0 74 0 0 74 0 0 0 0 0 2 25 0 0 27 116
3:30 PM 1 0 20 0 21 0 84 1 0 85 0 0 0 0 0 1 39 0 2 42 148
3:45 PM 0 0 19 0 19 0 86 0 0 86 0 0 0 0 0 2 51 0 0 53 158
Hourly Total 2 0 83 0 85 0 359 4 0 363 0 0 0 0 0 7 159 0 2 168 616
4:00 PM 1 0 34 0 35 0 105 0 0 105 0 0 0 0 0 1 43 0 0 44 184
4:15 PM 2 0 30 1 33 0 127 0 0 127 0 0 0 0 0 0 41 0 0 41 201
4:30 PM 1 0 31 0 32 0 156 0 0 156 0 0 0 0 0 0 38 0 0 38 226
4:45 PM 0 0 23 0 23 0 130 1 0 131 0 0 0 0 0 0 41 0 0 41 195
Hourly Total 4 0 118 1 123 0 518 1 0 519 0 0 0 0 0 1 163 0 0 164 806
5:00 PM 3 0 26 0 29 0 173 0 0 173 0 0 0 0 0 1 42 0 0 43 245
5:15 PM 3 0 18 1 22 0 150 0 0 150 0 0 0 0 0 2 45 0 0 47 219
5:30 PM 2 0 9 0 11 0 127 0 1 128 0 0 0 0 0 2 53 0 0 55 194
5:45 PM 1 0 15 0 16 0 94 0 0 94 0 3 0 0 3 0 28 0 0 28 141
Hourly Total 9 0 68 1 78 0 544 0 1 545 0 3 0 0 3 5 168 0 0 173 799
6:00 PM 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 1
Grand Total 16 0 359 5 380 0 2149 13 1 2163 0 3 0 0 3 245 1645 0 4 1894 4440
Approach % 4.2 0.0 94.5 1.3 - 0.0 99.4 0.6 0.0 - 0.0 100.0 0.0 0.0 - 12.9 86.9 0.0 0.2 - -
Total % 0.4 0.0 8.1 0.1 8.6 0.0 48.4 0.3 0.0 48.7 0.0 0.1 0.0 0.0 0.1 5.5 37.0 0.0 0.1 42.7 -
Lights 16 0 358 4 378 0 2117 12 1 2130 0 3 0 0 3 245 1625 0 4 1874 4385
% Lights 100.0 - 99.7 80.0 99.5 - 98.5 92.3 100.0 98.5 - 100.0 - - 100.0 100.0 98.8 - 100.0 98.9 98.8
Mediums 0 0 1 1 2 0 29 0 0 29 0 0 0 0 0 0 20 0 0 20 51
% Mediums 0.0 - 0.3 20.0 0.5 - 1.3 0.0 0.0 1.3 - 0.0 - - 0.0 0.0 1.2 - 0.0 1.1 1.1
Articulated
Trucks 0 0 0 0 0 0 3 1 0 4 0 0 0 0 0 0 0 0 0 0 4
% Articulated
Trucks 0.0 - 0.0 0.0 0.0 - 0.1 7.7 0.0 0.2 - 0.0 - - 0.0 0.0 0.0 - 0.0 0.0 0.1
GRAM Traffic NTX Inc.
1120 W. Lovers Lane
Arlington, Texas, United States 76013
817.265.8968
Count Name: KIRKWOOD
BLVD @ VERIZON
SECONDARY DRWY-
STOCKTON DR
Site Code:
Start Date: 10/24/2018
Page No: 1
Turning Movement Data
Start Time
KIRKWOOD BLVD STOCKTON DR KIRKWOOD BLVD VERIZON SECONDARY DRWY
Southbound Westbound Northbound Eastbound
Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total
Int.
Total
7:00 AM 0 19 0 0 19 5 0 0 0 5 0 44 3 0 47 0 0 0 1 1 72
7:15 AM 0 28 0 0 28 4 0 1 0 5 1 80 0 0 81 0 0 0 0 0 114
7:30 AM 0 39 1 0 40 12 0 1 0 13 0 90 2 0 92 0 0 0 1 1 146
7:45 AM 0 43 3 0 46 9 0 0 0 9 1 125 4 0 130 0 0 0 0 0 185
Hourly Total 0 129 4 0 133 30 0 2 0 32 2 339 9 0 350 0 0 0 2 2 517
8:00 AM 0 34 0 0 34 2 0 1 0 3 0 99 7 0 106 0 0 0 0 0 143
8:15 AM 0 43 0 0 43 10 0 3 0 13 1 74 5 0 80 0 0 0 0 0 136
8:30 AM 0 16 1 0 17 4 0 2 0 6 1 69 5 0 75 0 0 0 2 2 100
8:45 AM 0 22 0 0 22 6 0 1 0 7 1 74 1 0 76 1 0 0 0 1 106
Hourly Total 0 115 1 0 116 22 0 7 0 29 3 316 18 0 337 1 0 0 2 3 485
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
*** BREAK *** - - - - - - - - - - - - - - - - - - - - -
Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 0 22 0 0 22 1 0 0 0 1 0 17 5 0 22 1 0 0 0 1 46
2:15 PM 0 28 0 0 28 3 0 0 0 3 1 19 2 0 22 0 0 0 0 0 53
2:30 PM 1 28 0 0 29 3 0 0 0 3 0 10 4 0 14 0 0 0 2 2 48
2:45 PM 2 38 0 0 40 3 0 1 0 4 0 20 6 0 26 0 0 1 0 1 71
Hourly Total 3 116 0 0 119 10 0 1 0 11 1 66 17 0 84 1 0 1 2 4 218
3:00 PM 0 47 0 0 47 1 0 0 0 1 2 33 6 0 41 0 0 1 0 1 90
3:15 PM 0 29 1 0 30 7 0 2 0 9 0 12 2 0 14 0 0 1 0 1 54
3:30 PM 0 55 0 0 55 2 0 1 0 3 0 14 2 0 16 0 0 2 1 3 77
3:45 PM 0 49 0 0 49 2 0 0 0 2 0 24 5 0 29 0 0 1 0 1 81
Hourly Total 0 180 1 0 181 12 0 3 0 15 2 83 15 0 100 0 0 5 1 6 302
4:00 PM 0 89 0 0 89 3 0 0 0 3 0 29 4 1 34 0 0 1 0 1 127
4:15 PM 0 107 0 0 107 2 0 0 0 2 0 29 6 1 36 1 0 2 0 3 148
4:30 PM 0 144 0 0 144 2 0 1 0 3 0 23 3 0 26 0 0 2 0 2 175
4:45 PM 0 130 0 0 130 5 0 1 0 6 0 23 1 1 25 0 0 3 0 3 164
Hourly Total 0 470 0 0 470 12 0 2 0 14 0 104 14 3 121 1 0 8 0 9 614
5:00 PM 0 149 1 0 150 2 0 0 0 2 0 34 6 0 40 2 0 2 0 4 196
5:15 PM 0 107 0 0 107 0 0 0 0 0 0 31 3 0 34 2 0 4 0 6 147
5:30 PM 0 86 0 0 86 5 0 0 0 5 0 35 3 0 38 0 0 0 1 1 130
5:45 PM 0 71 0 0 71 0 0 0 0 0 0 28 2 0 30 0 0 0 0 0 101
Hourly Total 0 413 1 0 414 7 0 0 0 7 0 128 14 0 142 4 0 6 1 11 574
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Grand Total 3 1423 7 0 1433 93 0 15 0 108 8 1036 87 3 1134 7 0 20 8 35 2710
Approach % 0.2 99.3 0.5 0.0 - 86.1 0.0 13.9 0.0 - 0.7 91.4 7.7 0.3 - 20.0 0.0 57.1 22.9 - -
Total % 0.1 52.5 0.3 0.0 52.9 3.4 0.0 0.6 0.0 4.0 0.3 38.2 3.2 0.1 41.8 0.3 0.0 0.7 0.3 1.3 -
Lights 3 1417 7 0 1427 91 0 15 0 106 8 1028 79 3 1118 7 0 19 8 34 2685
% Lights 100.0 99.6 100.0 - 99.6 97.8 - 100.0 - 98.1 100.0 99.2 90.8 100.0 98.6 100.0 - 95.0 100.0 97.1 99.1
Mediums 0 6 0 0 6 2 0 0 0 2 0 7 8 0 15 0 0 0 0 0 23
% Mediums 0.0 0.4 0.0 - 0.4 2.2 - 0.0 - 1.9 0.0 0.7 9.2 0.0 1.3 0.0 - 0.0 0.0 0.0 0.8
Articulated
Trucks 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 0 0 1 0 1 2
% Articulated
Trucks 0.0 0.0 0.0 - 0.0 0.0 - 0.0 - 0.0 0.0 0.1 0.0 0.0 0.1 0.0 - 5.0 0.0 2.9 0.1
GRAM Traffic NTX Inc.
1120 W. Lovers Lane
Arlington, Texas, United States 76013
817.265.8968
Count Name: KIRKWOOD
BLVD @ DOVE RD
Site Code:
Start Date: 10/24/2018
Page No: 1
Turning Movement Data
Start Time
KIRKWOOD BLVD DOVE RD Northbound St.DOVE RD
Southbound Westbound Northbound Eastbound
Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total Left Thru Right U-Turn App.
Total
Int.
Total
7:00 AM 5 0 15 0 20 0 26 9 0 35 0 0 0 0 0 39 26 0 0 65 120
7:15 AM 13 0 20 0 33 0 44 3 0 47 0 0 0 0 0 77 67 0 0 144 224
7:30 AM 35 0 24 0 59 0 101 17 0 118 0 0 0 0 0 79 100 0 0 179 356
7:45 AM 30 0 18 0 48 0 129 40 0 169 0 0 0 0 0 89 91 0 0 180 397
Hourly Total 83 0 77 0 160 0 300 69 0 369 0 0 0 0 0 284 284 0 0 568 1097
8:00 AM 20 0 15 1 36 0 33 28 1 62 0 0 0 0 0 72 62 0 0 134 232
8:15 AM 30 0 22 0 52 0 37 10 0 47 0 0 0 0 0 68 55 0 0 123 222
8:30 AM 6 0 14 1 21 0 20 18 0 38 0 0 0 0 0 52 39 0 0 91 150
8:45 AM 10 0 18 0 28 0 38 20 0 58 0 0 0 0 0 53 19 0 0 72 158
Hourly Total 66 0 69 2 137 0 128 76 1 205 0 0 0 0 0 245 175 0 0 420 762
9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
*** BREAK *** - - - - - - - - - - - - - - - - - - - - -
Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
2:00 PM 7 0 15 0 22 0 14 10 0 24 0 0 0 0 0 12 21 0 0 33 79
2:15 PM 6 0 25 0 31 0 15 5 0 20 0 0 0 0 0 17 29 0 0 46 97
2:30 PM 10 0 22 0 32 0 21 3 0 24 0 0 0 0 0 12 31 0 0 43 99
2:45 PM 13 0 21 0 34 0 26 13 0 39 0 0 0 0 0 13 33 0 0 46 119
Hourly Total 36 0 83 0 119 0 76 31 0 107 0 0 0 0 0 54 114 0 0 168 394
3:00 PM 8 0 44 0 52 0 73 24 0 97 0 0 0 0 0 16 28 0 0 44 193
3:15 PM 11 0 29 0 40 0 47 6 0 53 0 0 0 0 0 6 16 0 0 22 115
3:30 PM 18 0 42 0 60 0 41 10 0 51 0 0 0 0 0 6 35 0 0 41 152
3:45 PM 14 0 35 0 49 0 47 17 0 64 0 0 0 0 0 11 38 0 0 49 162
Hourly Total 51 0 150 0 201 0 208 57 0 265 0 0 0 0 0 39 117 0 0 156 622
4:00 PM 15 0 73 0 88 0 34 17 0 51 0 0 0 0 0 16 27 0 0 43 182
4:15 PM 27 0 87 0 114 0 39 23 0 62 0 0 0 0 0 12 30 0 0 42 218
4:30 PM 40 0 113 0 153 0 43 17 0 60 0 0 0 0 0 8 33 0 0 41 254
4:45 PM 49 0 92 0 141 0 41 15 0 56 0 0 0 0 0 9 30 0 0 39 236
Hourly Total 131 0 365 0 496 0 157 72 0 229 0 0 0 0 0 45 120 0 0 165 890
5:00 PM 43 0 112 0 155 0 60 30 0 90 0 0 0 0 0 13 37 0 0 50 295
5:15 PM 38 0 73 0 111 0 76 23 0 99 0 0 0 0 0 7 45 0 0 52 262
5:30 PM 36 0 58 0 94 0 72 32 0 104 0 0 0 0 0 4 52 0 0 56 254
5:45 PM 29 0 39 0 68 0 56 25 0 81 0 0 0 0 0 5 46 0 0 51 200
Hourly Total 146 0 282 0 428 0 264 110 0 374 0 0 0 0 0 29 180 0 0 209 1011
6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0
Grand Total 513 0 1026 2 1541 0 1133 415 1 1549 0 0 0 0 0 696 990 0 0 1686 4776
Approach % 33.3 0.0 66.6 0.1 - 0.0 73.1 26.8 0.1 - 0.0 0.0 0.0 0.0 - 41.3 58.7 0.0 0.0 - -
Total % 10.7 0.0 21.5 0.0 32.3 0.0 23.7 8.7 0.0 32.4 0.0 0.0 0.0 0.0 0.0 14.6 20.7 0.0 0.0 35.3 -
Lights 506 0 1022 2 1530 0 1105 404 1 1510 0 0 0 0 0 692 971 0 0 1663 4703
% Lights 98.6 - 99.6 100.0 99.3 - 97.5 97.3 100.0 97.5 - - - - - 99.4 98.1 - - 98.6 98.5
Mediums 7 0 3 0 10 0 24 11 0 35 0 0 0 0 0 4 19 0 0 23 68
% Mediums 1.4 - 0.3 0.0 0.6 - 2.1 2.7 0.0 2.3 - - - - - 0.6 1.9 - - 1.4 1.4
Articulated
Trucks 0 0 1 0 1 0 4 0 0 4 0 0 0 0 0 0 0 0 0 0 5
% Articulated
Trucks 0.0 - 0.1 0.0 0.1 - 0.4 0.0 0.0 0.3 - - - - - 0.0 0.0 - - 0.0 0.1
Verizon Facility
Southlake, Texas AVO 32534
- B -
APPENDIX B
Turning Movement Volume Exhibits
AM Peak - Existing
Exhibit 1
80645
3843115
Dove Rd 317320
307889877239413100
2703Kirkwood Blvd01444
PM Peak - Existing
Exhibit 2
3166
6091798
Dove Rd 37145
220851703901111134011
902Kirkwood Blvd05301
School PM Peak - Existing
Exhibit 3
24158
2764184
Dove Rd 47108
167464211627518203
1403Kirkwood Blvd31421
AM Peak - Proposed
Exhibit 4
80645
3849115
Dove Rd 317320
309869881039413100
2703Kirkwood Blvd01480
PM Peak - Proposed
Exhibit 5
3166
6093798
Dove Rd 37145
221841703910111134011
902Kirkwood Blvd05300
School PM Peak - Proposed
Exhibit 6
24158
2767184
Dove Rd 47108
169444211707518203
1403Kirkwood Blvd31420
Verizon Facility
Southlake, Texas AVO 32534
- C -
APPENDIX C
Synchro Analysis Output/Reports
3: Dove Rd AM Peak - Existing
Halff Associates, Inc.HCM 6th TWSC
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 80 645 384 3 1 15
Future Vol, veh/h 80 645 384 3 1 15
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 175 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 87 701 417 3 1 16
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 420 0 - 0 944 210
Stage 1 - - - - 419 -
Stage 2 - - - - 525 -
Critical Hdwy 4.14 - - - 6.84 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 5.84 -
Follow-up Hdwy 2.22 - - - 3.52 3.32
Pot Cap-1 Maneuver 1136 - - - 261 796
Stage 1 - - - - 632 -
Stage 2 - - - - 558 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1136 - - - 241 796
Mov Cap-2 Maneuver - - - - 241 -
Stage 1 - - - - 583 -
Stage 2 - - - - 558 -
Approach EB WB SB
HCM Control Delay, s 0.9 0 10.3
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2
Capacity (veh/h) 1136 - - - 241 796
HCM Lane V/C Ratio 0.077 - - - 0.005 0.02
HCM Control Delay (s) 8.4 - - - 20 9.6
HCM Lane LOS A - - - C A
HCM 95th %tile Q(veh) 0.2 - - - 0 0.1
8: Kirkwood Blvd AM Peak - Existing
Halff Associates, Inc.HCM 6th TWSC
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 0 27 0 3 2 394 13 0 144 4
Future Vol, veh/h 1 0 0 27 0 3 2 394 13 0 144 4
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - - - -
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 1 0 0 29 0 3 2 428 14 0 157 4
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 600 605 81 518 600 435 161 0 0 442 0 0
Stage 1 159 159 - 439 439 - - - - - - -
Stage 2 441 446 - 79 161 - - - - - - -
Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 - -
Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - -
Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - - -
Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - -
Pot Cap-1 Maneuver 399 411 963 454 414 620 1417 - - 1116 - -
Stage 1 828 766 - 596 577 - - - - - - -
Stage 2 594 573 - 921 764 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 397 411 963 454 414 620 1417 - - 1116 - -
Mov Cap-2 Maneuver 397 411 - 454 414 - - - - - - -
Stage 1 827 766 - 595 576 - - - - - - -
Stage 2 590 572 - 921 764 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 14.1 13.3 0 0
HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1417 - - 397 466 1116 - -
HCM Lane V/C Ratio 0.002 - - 0.003 0.07 - - -
HCM Control Delay (s) 7.5 - - 14.1 13.3 0 - -
HCM Lane LOS A - - B B A - -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0 - -
4: Dove Rd & Kirkwood Blvd AM Peak - Existing
Halff Associates, Inc.HCM 6th Signalized Intersection Summary
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 317 320 307 88 98 77
Future Volume (veh/h) 317 320 307 88 98 77
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 345 348 334 96 107 84
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 491 1522 487 138 751 669
Arrive On Green 0.17 0.43 0.18 0.18 0.42 0.42
Sat Flow, veh/h 1781 3647 2827 774 1781 1585
Grp Volume(v), veh/h 345 348 215 215 107 84
Grp Sat Flow(s),veh/h/ln 1781 1777 1777 1731 1781 1585
Q Serve(g_s), s 8.8 3.7 6.8 7.0 2.2 1.9
Cycle Q Clear(g_c), s 8.8 3.7 6.8 7.0 2.2 1.9
Prop In Lane 1.00 0.45 1.00 1.00
Lane Grp Cap(c), veh/h 491 1522 317 308 751 669
V/C Ratio(X) 0.70 0.23 0.68 0.70 0.14 0.13
Avail Cap(c_a), veh/h 491 1955 533 519 751 669
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 15.0 10.9 23.1 23.1 10.7 10.6
Incr Delay (d2), s/veh 4.5 0.1 2.6 2.8 0.4 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.7 1.3 2.9 2.9 0.8 2.3
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.5 10.9 25.6 26.0 11.1 11.0
LnGrp LOS B B C C B B
Approach Vol, veh/h 693 430 191
Approach Delay, s/veh 15.2 25.8 11.0
Approach LOS B C B
Timer - Assigned Phs 4 6 7 8
Phs Duration (G+Y+Rc), s 30.2 29.8 15.0 15.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 33.0 18.0 10.5 18.0
Max Q Clear Time (g_c+I1), s 5.7 4.2 10.8 9.0
Green Ext Time (p_c), s 2.4 0.4 0.0 1.7
Intersection Summary
HCM 6th Ctrl Delay 18.1
HCM 6th LOS B
3: Dove Rd PM Peak - Existing
Halff Associates, Inc.HCM 2010 TWSC
Intersection
Int Delay, s/veh 1.4
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 3 166 609 1 7 98
Future Vol, veh/h 3 166 609 1 7 98
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 175 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 3 180 662 1 8 107
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 663 0 - 0 759 332
Stage 1 - - - - 663 -
Stage 2 - - - - 96 -
Critical Hdwy 4.14 - - - 6.84 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 5.84 -
Follow-up Hdwy 2.22 - - - 3.52 3.32
Pot Cap-1 Maneuver 922 - - - 343 664
Stage 1 - - - - 474 -
Stage 2 - - - - 917 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 922 - - - 342 664
Mov Cap-2 Maneuver - - - - 342 -
Stage 1 - - - - 473 -
Stage 2 - - - - 917 -
Approach EB WB SB
HCM Control Delay, s 0.2 0 11.8
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2
Capacity (veh/h) 922 - - - 342 664
HCM Lane V/C Ratio 0.004 - - - 0.022 0.16
HCM Control Delay (s) 8.9 - - - 15.8 11.5
HCM Lane LOS A - - - C B
HCM 95th %tile Q(veh) 0 - - - 0.1 0.6
8: Kirkwood Blvd PM Peak - Existing
Halff Associates, Inc.HCM 2010 TWSC
Intersection
Int Delay, s/veh 0.5
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 4 0 11 9 0 2 1 111 13 0 530 1
Future Vol, veh/h 4 0 11 9 0 2 1 111 13 0 530 1
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - - - -
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 4 0 12 10 0 2 1 121 14 0 576 1
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 708 714 289 418 707 128 577 0 0 135 0 0
Stage 1 577 577 - 130 130 - - - - - - -
Stage 2 131 137 - 288 577 - - - - - - -
Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 - -
Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - -
Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - - -
Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - -
Pot Cap-1 Maneuver 335 356 708 532 359 921 995 - - 1448 - -
Stage 1 470 501 - 873 788 - - - - - - -
Stage 2 872 783 - 696 501 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 334 356 708 522 359 921 995 - - 1448 - -
Mov Cap-2 Maneuver 334 356 - 522 359 - - - - - - -
Stage 1 470 501 - 872 787 - - - - - - -
Stage 2 869 782 - 684 501 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 11.8 11.5 0.1 0
HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 995 - - 545 567 1448 - -
HCM Lane V/C Ratio 0.001 - - 0.03 0.021 - - -
HCM Control Delay (s) 8.6 - - 11.8 11.5 0 - -
HCM Lane LOS A - - B B A - -
HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - -
4: Dove Rd & Kirkwood Blvd PM Peak - Existing
Halff Associates, Inc.HCM 6th Signalized Intersection Summary
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 37 145 220 85 170 390
Future Volume (veh/h) 37 145 220 85 170 390
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 40 158 239 92 185 424
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 252 939 376 141 1044 929
Arrive On Green 0.04 0.26 0.15 0.15 0.59 0.59
Sat Flow, veh/h 1781 3647 2624 947 1781 1585
Grp Volume(v), veh/h 40 158 166 165 185 424
Grp Sat Flow(s),veh/h/ln 1781 1777 1777 1700 1781 1585
Q Serve(g_s), s 1.1 2.1 5.3 5.5 2.9 9.1
Cycle Q Clear(g_c), s 1.1 2.1 5.3 5.5 2.9 9.1
Prop In Lane 1.00 0.56 1.00 1.00
Lane Grp Cap(c), veh/h 252 939 264 253 1044 929
V/C Ratio(X) 0.16 0.17 0.63 0.65 0.18 0.46
Avail Cap(c_a), veh/h 343 1688 548 524 1044 929
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 19.0 17.0 24.0 24.1 5.7 7.0
Incr Delay (d2), s/veh 0.3 0.1 2.5 2.9 0.4 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 0.8 2.2 2.3 0.9 10.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.3 17.1 26.4 26.9 6.1 8.6
LnGrp LOS B B C C A A
Approach Vol, veh/h 198 331 609
Approach Delay, s/veh 17.5 26.7 7.9
Approach LOS B C A
Timer - Assigned Phs 4 6 7 8
Phs Duration (G+Y+Rc), s 20.3 39.7 6.9 13.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5
Max Q Clear Time (g_c+I1), s 4.1 11.1 3.1 7.5
Green Ext Time (p_c), s 0.9 1.7 0.0 1.4
Intersection Summary
HCM 6th Ctrl Delay 15.0
HCM 6th LOS B
3: Dove Rd School PM Peak - Existing
Halff Associates, Inc.HCM 6th TWSC
Intersection
Int Delay, s/veh 1.8
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 24 158 276 4 1 84
Future Vol, veh/h 24 158 276 4 1 84
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 175 - - - 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 26 172 300 4 1 91
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 304 0 - 0 440 152
Stage 1 - - - - 302 -
Stage 2 - - - - 138 -
Critical Hdwy 4.14 - - - 6.84 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 5.84 -
Follow-up Hdwy 2.22 - - - 3.52 3.32
Pot Cap-1 Maneuver 1254 - - - 545 867
Stage 1 - - - - 724 -
Stage 2 - - - - 874 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1254 - - - 534 867
Mov Cap-2 Maneuver - - - - 534 -
Stage 1 - - - - 709 -
Stage 2 - - - - 874 -
Approach EB WB SB
HCM Control Delay, s 1 0 9.6
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2
Capacity (veh/h) 1254 - - - 534 867
HCM Lane V/C Ratio 0.021 - - - 0.002 0.105
HCM Control Delay (s) 7.9 - - - 11.8 9.6
HCM Lane LOS A - - - B A
HCM 95th %tile Q(veh) 0.1 - - - 0 0.4
8: Kirkwood Blvd School PM Peak - Existing
Halff Associates, Inc.HCM 6th TWSC
Intersection
Int Delay, s/veh 1
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 0 3 14 0 3 2 75 18 3 142 1
Future Vol, veh/h 2 0 3 14 0 3 2 75 18 3 142 1
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - - - -
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 2 0 3 15 0 3 2 82 20 3 154 1
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 259 267 78 179 257 92 155 0 0 102 0 0
Stage 1 161 161 - 96 96 - - - - - - -
Stage 2 98 106 - 83 161 - - - - - - -
Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 - -
Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - -
Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - - -
Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - -
Pot Cap-1 Maneuver 683 638 967 775 646 965 1424 - - 1489 - -
Stage 1 826 764 - 910 815 - - - - - - -
Stage 2 908 807 - 916 764 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 679 636 967 770 644 965 1424 - - 1489 - -
Mov Cap-2 Maneuver 679 636 - 770 644 - - - - - - -
Stage 1 825 762 - 909 814 - - - - - - -
Stage 2 904 806 - 911 762 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 9.4 9.6 0.2 0.2
HCM LOS A A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1424 - - 827 798 1489 - -
HCM Lane V/C Ratio 0.002 - - 0.007 0.023 0.002 - -
HCM Control Delay (s) 7.5 - - 9.4 9.6 7.4 0 -
HCM Lane LOS A - - A A A A -
HCM 95th %tile Q(veh) 0 - - 0 0.1 0 - -
4: Dove Rd & Kirkwood Blvd School PM Peak - Existing
Halff Associates, Inc.HCM 6th Signalized Intersection Summary
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 47 108 167 46 42 116
Future Volume (veh/h) 47 108 167 46 42 116
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 51 117 182 50 46 126
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 262 840 315 84 1093 973
Arrive On Green 0.05 0.24 0.11 0.11 0.61 0.61
Sat Flow, veh/h 1781 3647 2866 741 1781 1585
Grp Volume(v), veh/h 51 117 115 117 46 126
Grp Sat Flow(s),veh/h/ln 1781 1777 1777 1737 1781 1585
Q Serve(g_s), s 1.4 1.6 3.7 3.8 0.6 2.0
Cycle Q Clear(g_c), s 1.4 1.6 3.7 3.8 0.6 2.0
Prop In Lane 1.00 0.43 1.00 1.00
Lane Grp Cap(c), veh/h 262 840 202 197 1093 973
V/C Ratio(X) 0.19 0.14 0.57 0.59 0.04 0.13
Avail Cap(c_a), veh/h 340 1688 548 536 1093 973
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 20.3 18.1 25.2 25.3 4.6 4.9
Incr Delay (d2), s/veh 0.4 0.1 2.5 2.8 0.1 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.6 1.6 1.6 0.2 3.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 20.7 18.2 27.7 28.1 4.7 5.1
LnGrp LOS C B C C A A
Approach Vol, veh/h 168 232 172
Approach Delay, s/veh 18.9 27.9 5.0
Approach LOS B C A
Timer - Assigned Phs 4 6 7 8
Phs Duration (G+Y+Rc), s 18.7 41.3 7.4 11.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5
Max Q Clear Time (g_c+I1), s 3.6 4.0 3.4 5.8
Green Ext Time (p_c), s 0.6 0.5 0.0 1.0
Intersection Summary
HCM 6th Ctrl Delay 18.4
HCM 6th LOS B
3: Dove Rd AM Peak - Proposed
Halff Associates, Inc.HCM 6th TWSC
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 80 645 384 9 1 15
Future Vol, veh/h 80 645 384 9 1 15
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 175 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 87 701 417 10 1 16
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 427 0 - 0 947 214
Stage 1 - - - - 422 -
Stage 2 - - - - 525 -
Critical Hdwy 4.14 - - - 6.84 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 5.84 -
Follow-up Hdwy 2.22 - - - 3.52 3.32
Pot Cap-1 Maneuver 1129 - - - 259 791
Stage 1 - - - - 629 -
Stage 2 - - - - 558 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1129 - - - 239 791
Mov Cap-2 Maneuver - - - - 239 -
Stage 1 - - - - 581 -
Stage 2 - - - - 558 -
Approach EB WB SB
HCM Control Delay, s 0.9 0 10.3
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2
Capacity (veh/h) 1129 - - - 239 791
HCM Lane V/C Ratio 0.077 - - - 0.005 0.021
HCM Control Delay (s) 8.5 - - - 20.1 9.6
HCM Lane LOS A - - - C A
HCM 95th %tile Q(veh) 0.2 - - - 0 0.1
8: Kirkwood Blvd AM Peak - Proposed
Halff Associates, Inc.HCM 6th TWSC
Intersection
Int Delay, s/veh 0.7
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 1 0 0 27 0 3 0 394 13 0 148 0
Future Vol, veh/h 1 0 0 27 0 3 0 394 13 0 148 0
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - - - -
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 1 0 0 29 0 3 0 428 14 0 161 0
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 598 603 81 516 596 435 161 0 0 442 0 0
Stage 1 161 161 - 435 435 - - - - - - -
Stage 2 437 442 - 81 161 - - - - - - -
Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 - -
Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - -
Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - - -
Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - -
Pot Cap-1 Maneuver 400 412 963 456 416 620 1417 - - 1116 - -
Stage 1 826 764 - 599 580 - - - - - - -
Stage 2 597 576 - 919 764 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 398 412 963 456 416 620 1417 - - 1116 - -
Mov Cap-2 Maneuver 398 412 - 456 416 - - - - - - -
Stage 1 826 764 - 599 580 - - - - - - -
Stage 2 594 576 - 919 764 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 14.1 13.3 0 0
HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1417 - - 398 468 1116 - -
HCM Lane V/C Ratio - - - 0.003 0.07 - - -
HCM Control Delay (s) 0 - - 14.1 13.3 0 - -
HCM Lane LOS A - - B B A - -
HCM 95th %tile Q(veh) 0 - - 0 0.2 0 - -
4: Dove Rd & Kirkwood Blvd AM Peak - Proposed
Halff Associates, Inc.HCM 6th Signalized Intersection Summary
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 317 320 309 86 98 81
Future Volume (veh/h) 317 320 309 86 98 81
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 345 348 336 93 107 88
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 491 1520 490 134 752 669
Arrive On Green 0.17 0.43 0.18 0.18 0.42 0.42
Sat Flow, veh/h 1781 3647 2853 753 1781 1585
Grp Volume(v), veh/h 345 348 215 214 107 88
Grp Sat Flow(s),veh/h/ln 1781 1777 1777 1735 1781 1585
Q Serve(g_s), s 8.8 3.7 6.8 7.0 2.2 2.0
Cycle Q Clear(g_c), s 8.8 3.7 6.8 7.0 2.2 2.0
Prop In Lane 1.00 0.43 1.00 1.00
Lane Grp Cap(c), veh/h 491 1520 316 308 752 669
V/C Ratio(X) 0.70 0.23 0.68 0.70 0.14 0.13
Avail Cap(c_a), veh/h 491 1955 533 520 752 669
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 15.0 10.9 23.1 23.1 10.7 10.6
Incr Delay (d2), s/veh 4.5 0.1 2.6 2.8 0.4 0.4
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 3.7 1.3 2.9 2.9 0.8 2.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.5 11.0 25.6 26.0 11.0 11.0
LnGrp LOS B B C C B B
Approach Vol, veh/h 693 429 195
Approach Delay, s/veh 15.2 25.8 11.0
Approach LOS B C B
Timer - Assigned Phs 4 6 7 8
Phs Duration (G+Y+Rc), s 30.2 29.8 15.0 15.2
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 33.0 18.0 10.5 18.0
Max Q Clear Time (g_c+I1), s 5.7 4.2 10.8 9.0
Green Ext Time (p_c), s 2.4 0.5 0.0 1.7
Intersection Summary
HCM 6th Ctrl Delay 18.1
HCM 6th LOS B
3: Dove Rd PM Peak - Proposed
Halff Associates, Inc.HCM 2010 TWSC
Intersection
Int Delay, s/veh 1.4
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 3 166 609 3 7 98
Future Vol, veh/h 3 166 609 3 7 98
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 175 - - - 0 0
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 92 92 92 92 92 92
Heavy Vehicles, % 2 2 2 2 2 2
Mvmt Flow 3 180 662 3 8 107
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 665 0 - 0 760 333
Stage 1 - - - - 664 -
Stage 2 - - - - 96 -
Critical Hdwy 4.14 - - - 6.84 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 5.84 -
Follow-up Hdwy 2.22 - - - 3.52 3.32
Pot Cap-1 Maneuver 920 - - - 342 663
Stage 1 - - - - 474 -
Stage 2 - - - - 917 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 920 - - - 341 663
Mov Cap-2 Maneuver - - - - 341 -
Stage 1 - - - - 473 -
Stage 2 - - - - 917 -
Approach EB WB SB
HCM Control Delay, s 0.2 0 11.8
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2
Capacity (veh/h) 920 - - - 341 663
HCM Lane V/C Ratio 0.004 - - - 0.022 0.161
HCM Control Delay (s) 8.9 - - - 15.8 11.5
HCM Lane LOS A - - - C B
HCM 95th %tile Q(veh) 0 - - - 0.1 0.6
8: Kirkwood Blvd PM Peak - Proposed
Halff Associates, Inc.HCM 2010 TWSC
Intersection
Int Delay, s/veh 0.4
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 4 0 11 9 0 2 0 111 13 0 530 0
Future Vol, veh/h 4 0 11 9 0 2 0 111 13 0 530 0
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - - - -
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 4 0 12 10 0 2 0 121 14 0 576 0
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 705 711 288 416 704 128 576 0 0 135 0 0
Stage 1 576 576 - 128 128 - - - - - - -
Stage 2 129 135 - 288 576 - - - - - - -
Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 - -
Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - -
Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - - -
Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - -
Pot Cap-1 Maneuver 337 357 709 534 361 921 995 - - 1448 - -
Stage 1 471 501 - 875 790 - - - - - - -
Stage 2 874 784 - 696 501 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 336 357 709 525 361 921 995 - - 1448 - -
Mov Cap-2 Maneuver 336 357 - 525 361 - - - - - - -
Stage 1 471 501 - 875 790 - - - - - - -
Stage 2 872 784 - 684 501 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 11.8 11.5 0 0
HCM LOS B B
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 995 - - 547 570 1448 - -
HCM Lane V/C Ratio - - - 0.03 0.021 - - -
HCM Control Delay (s) 0 - - 11.8 11.5 0 - -
HCM Lane LOS A - - B B A - -
HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - -
4: Dove Rd & Kirkwood Blvd PM Peak - Proposed
Halff Associates, Inc.HCM 6th Signalized Intersection Summary
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 37 145 221 84 170 391
Future Volume (veh/h) 37 145 221 84 170 391
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 40 158 240 91 185 425
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 252 938 377 139 1044 929
Arrive On Green 0.04 0.26 0.15 0.15 0.59 0.59
Sat Flow, veh/h 1781 3647 2635 937 1781 1585
Grp Volume(v), veh/h 40 158 166 165 185 425
Grp Sat Flow(s),veh/h/ln 1781 1777 1777 1702 1781 1585
Q Serve(g_s), s 1.1 2.1 5.3 5.5 2.9 9.1
Cycle Q Clear(g_c), s 1.1 2.1 5.3 5.5 2.9 9.1
Prop In Lane 1.00 0.55 1.00 1.00
Lane Grp Cap(c), veh/h 252 938 264 253 1044 929
V/C Ratio(X) 0.16 0.17 0.63 0.65 0.18 0.46
Avail Cap(c_a), veh/h 343 1688 548 525 1044 929
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 19.0 17.0 24.0 24.1 5.7 7.0
Incr Delay (d2), s/veh 0.3 0.1 2.5 2.9 0.4 1.6
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.4 0.8 2.2 2.3 0.9 10.4
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 19.3 17.1 26.4 26.9 6.1 8.7
LnGrp LOS B B C C A A
Approach Vol, veh/h 198 331 610
Approach Delay, s/veh 17.5 26.7 7.9
Approach LOS B C A
Timer - Assigned Phs 4 6 7 8
Phs Duration (G+Y+Rc), s 20.3 39.7 6.9 13.4
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5
Max Q Clear Time (g_c+I1), s 4.1 11.1 3.1 7.5
Green Ext Time (p_c), s 0.9 1.7 0.0 1.4
Intersection Summary
HCM 6th Ctrl Delay 15.0
HCM 6th LOS B
3: Dove Rd School PM Peak - Proposed
Halff Associates, Inc.HCM 2010 TWSC
Intersection
Int Delay, s/veh 1.8
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 24 158 276 7 1 84
Future Vol, veh/h 24 158 276 7 1 84
Conflicting Peds, #/hr 0 0 0 0 0 0
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 175 - - - 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 26 172 300 8 1 91
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 308 0 - 0 442 154
Stage 1 - - - - 304 -
Stage 2 - - - - 138 -
Critical Hdwy 4.14 - - - 6.84 6.94
Critical Hdwy Stg 1 - - - - 5.84 -
Critical Hdwy Stg 2 - - - - 5.84 -
Follow-up Hdwy 2.22 - - - 3.52 3.32
Pot Cap-1 Maneuver 1249 - - - 544 864
Stage 1 - - - - 722 -
Stage 2 - - - - 874 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1249 - - - 533 864
Mov Cap-2 Maneuver - - - - 533 -
Stage 1 - - - - 707 -
Stage 2 - - - - 874 -
Approach EB WB SB
HCM Control Delay, s 1 0 9.7
HCM LOS A
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1 SBLn2
Capacity (veh/h) 1249 - - - 533 864
HCM Lane V/C Ratio 0.021 - - - 0.002 0.106
HCM Control Delay (s) 7.9 - - - 11.8 9.7
HCM Lane LOS A - - - B A
HCM 95th %tile Q(veh) 0.1 - - - 0 0.4
8: Kirkwood Blvd School PM Peak - Proposed
Halff Associates, Inc.HCM 2010 TWSC
Intersection
Int Delay, s/veh 0.9
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
Lane Configurations
Traffic Vol, veh/h 2 0 3 14 0 3 0 75 18 3 142 0
Future Vol, veh/h 2 0 3 14 0 3 0 75 18 3 142 0
Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0
Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free
RT Channelized - - None - - None - - None - - None
Storage Length - - - - - - 0 - - - - -
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 2 0 3 15 0 3 0 82 20 3 154 0
Major/Minor Minor2 Minor1 Major1 Major2
Conflicting Flow All 254 262 77 175 252 92 154 0 0 102 0 0
Stage 1 160 160 - 92 92 - - - - - - -
Stage 2 94 102 - 83 160 - - - - - - -
Critical Hdwy 7.33 6.53 6.93 7.33 6.53 6.23 4.13 - - 4.13 - -
Critical Hdwy Stg 1 6.53 5.53 - 6.13 5.53 - - - - - - -
Critical Hdwy Stg 2 6.13 5.53 - 6.53 5.53 - - - - - - -
Follow-up Hdwy 3.519 4.019 3.319 3.519 4.019 3.319 2.219 - - 2.219 - -
Pot Cap-1 Maneuver 689 642 969 779 651 965 1425 - - 1489 - -
Stage 1 827 765 - 915 818 - - - - - - -
Stage 2 912 810 - 916 765 - - - - - - -
Platoon blocked, %- - - -
Mov Cap-1 Maneuver 686 641 969 775 650 965 1425 - - 1489 - -
Mov Cap-2 Maneuver 686 641 - 775 650 - - - - - - -
Stage 1 827 763 - 915 818 - - - - - - -
Stage 2 909 810 - 911 763 - - - - - - -
Approach EB WB NB SB
HCM Control Delay, s 9.4 9.6 0 0.2
HCM LOS A A
Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR
Capacity (veh/h) 1425 - - 832 803 1489 - -
HCM Lane V/C Ratio - - - 0.007 0.023 0.002 - -
HCM Control Delay (s) 0 - - 9.4 9.6 7.4 0 -
HCM Lane LOS A - - A A A A -
HCM 95th %tile Q(veh) 0 - - 0 0.1 0 - -
4: Dove Rd & Kirkwood Blvd School PM Peak - Proposed
Halff Associates, Inc.HCM 6th Signalized Intersection Summary
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (veh/h) 47 108 169 44 42 117
Future Volume (veh/h) 47 108 169 44 42 117
Initial Q (Qb), veh 0 0 0 0 0 0
Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00
Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00
Work Zone On Approach No No No
Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870
Adj Flow Rate, veh/h 51 117 184 48 46 127
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92
Percent Heavy Veh, % 2 2 2 2 2 2
Cap, veh/h 262 839 318 81 1094 973
Arrive On Green 0.05 0.24 0.11 0.11 0.61 0.61
Sat Flow, veh/h 1781 3647 2899 713 1781 1585
Grp Volume(v), veh/h 51 117 115 117 46 127
Grp Sat Flow(s),veh/h/ln 1781 1777 1777 1742 1781 1585
Q Serve(g_s), s 1.4 1.6 3.7 3.8 0.6 2.0
Cycle Q Clear(g_c), s 1.4 1.6 3.7 3.8 0.6 2.0
Prop In Lane 1.00 0.41 1.00 1.00
Lane Grp Cap(c), veh/h 262 839 201 197 1094 973
V/C Ratio(X) 0.19 0.14 0.57 0.59 0.04 0.13
Avail Cap(c_a), veh/h 340 1688 548 537 1094 973
HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00
Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00
Uniform Delay (d), s/veh 20.3 18.1 25.2 25.3 4.6 4.9
Incr Delay (d2), s/veh 0.4 0.1 2.5 2.8 0.1 0.3
Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0
%ile BackOfQ(50%),veh/ln 0.6 0.6 1.6 1.6 0.2 3.0
Unsig. Movement Delay, s/veh
LnGrp Delay(d),s/veh 20.7 18.2 27.7 28.1 4.7 5.1
LnGrp LOS C B C C A A
Approach Vol, veh/h 168 232 173
Approach Delay, s/veh 18.9 27.9 5.0
Approach LOS B C A
Timer - Assigned Phs 4 6 7 8
Phs Duration (G+Y+Rc), s 18.7 41.3 7.4 11.3
Change Period (Y+Rc), s 4.5 4.5 4.5 4.5
Max Green Setting (Gmax), s 28.5 22.5 5.5 18.5
Max Q Clear Time (g_c+I1), s 3.6 4.0 3.4 5.8
Green Ext Time (p_c), s 0.6 0.5 0.0 1.0
Intersection Summary
HCM 6th Ctrl Delay 18.4
HCM 6th LOS B
