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Item 6H and 6I - Traffic Impact Analysis ExhibitA TRAFFIC IMPACT ANALYSIS FOR SOUTHLAKE CENTER A PROPOSED COMMERCIAL DEVELOPMENT IN SOUTHLAKE, TEXAS Prepared for: WWirikelmanii &Associates, Inc. Winkelmann & Associates, Inc. 6750 Hillcrest Plaza Suite 325 Dallas, Texas 75230 Prepared by: DeShazo Group Texas Registered Engineering Firm F-3199 Engineers • Planners 400 South Houston Street Suite 330 • Union Station Dallas, Texas 75202 Phone: 214-748-6740 Fax: 214-748-7037 April 24, 2014 DeShazo #13057 IL DeShazo Group Traffic. Transportation Planning. Parking. Design. TECHNICAL MEMORANDUM To: Michael Clark, P.E. Winkelmann & Associates, Inc. From: DeShazo Group, Inc. Date: April 24, 2014 Re: A Traffic Impact Analysis for Southlake Center, a Proposed Commercial Development in Southlake, Texas (DeShazo #13057) Introduction The services of DeShazo Group, Inc. were retained by Winkelmann & Associates, Inc. to conduct a Traffic Impact Analysis and Access Assessment for Southlake Center, a proposed commercial development located at the intersection of Dove Road and White Chapel Boulevard in Southlake, Texas (see Exhibit 1). The DeShazo Group is an engineering consulting firm providing licensed engineers skilled in the field of traffic & transportation engineering. This study will examine the potential traffic generated by the proposed development plan and will determine the general availability of access and roadway capacity available to serve it for the following scenarios: • Existing conditions (2013) • Project buildout (2015 - if needed) • Project buildout + 5 years (2020). The 2015 scenario will only be analyzed if the 2020 scenario is found to require mitigation. If the 2020 scenario provides acceptable levels of service without roadway improvements beyond those proposed as part of the project, it can be assumed that the 2015 scenario (which will reflect lower traffic volumes) will also provide acceptable levels of service. Once completed, this report will be provided to City of Southlake staff (Staff) and TxDOT for review and to fulfill the associated requirements of the local approval process. Proposed Development Characteristics This proposed development consists of approximately 200,000 square feet of commercial uses on the western tract and 69 single-family dwelling units on the eastern tract. The overall project is proposed to be fully developed by the end of 2015. Exhibit 2 offers a conceptual site plan and shows the roadway improvements included with the project including: 1) The construction of deceleration lanes on Dove at Kirkwood, on Kirkwood and the site driveways and on SH 114 at Drives 1 and 2, 2) the construction of a raised median on Dove at Drive 3 and 3) the completion of Kirkwood as a 4-lane, divided facility south of Dove. 400 South Houston Street, Suite 330 Dallas, Texas 75202 P. 214.748.6740 F. 214.748.7037 www.deshazogroup.com Roadways and Accessibility The following existing roadways will provide primary (direct) access to the subject site and are included in the study area (refer to Exhibit 3 for Southlake's Mobility Plan): • Dove Road a 4-lane, divided roadway with additional turn lanes at major intersections between Kirkwood Boulevard and SH 114 and a 2-lane, undivided roadway east of Kirkwood Boulevard and West of SH 114. Shown as an A4D between Kirkwood Boulevard and SH 114 and an A2U east of Kirkwood Boulevard and West of SH 114 (with the possibility of an upgrade to an A4D if/when traffic volumes warrant). • White Chapel Boulevard o a 2-lane, undivided roadway. Shown as an A4D between Dove Road and SH 114 and a C2U north of Dove Road. • SH 114 Frontage Roads o the northbound frontage road is a 4-lane, one-way roadway adjacent to the site and the southbound frontage road is a 3-lane, one-way roadway. • Kirkwood Boulevard o a 4-lane, divided roadway north of Dove Road and east of White Chapel Boulevard. The portion of Kirkwood Boulevard between Dove Road and White Chapel Boulevard has not been constructed. The following intersections will also be included in the impact analysis: • Dove Road @ White Chapel Boulevard, • Dove Road @ Kirkwood Boulevard, • Dove Road @ the SH 114 frontage roads, • Dove Road @ 2 site driveways, • White Chapel Boulevard @ 2 site driveways and • SH 114 northbound frontage road @ 2 site driveways. Traffic Volumes The TIA presented in this report will analyze the operational conditions for the peak hours and study area as defined above using standardized analytical methodologies where applicable. It will examine current traffic conditions, future background traffic conditions, future traffic conditions with the proposed project fully developed and operational and a final scenario occurring 5 years after development is complete. Once current traffic information was collected, future background volumes were developed by applying an annual growth rate to the existing count data. Then, the traffic generated by the proposed development was projected using the standard four -step approach: Trip Generation, Mode Split, Trip Distribution and Traffic Assignment. By adding the site -generated traffic to the future background traffic, the resulting traffic impact to operational conditions may be assessed from which mitigation measures may be recommended. Existing Traffic Volumes Existing peak hour traffic volumes were collected in the study area in May and August of 2013. These volumes are shown in Exhibits 4 - 6. Detailed traffic counts can be found in the Appendix. Page 2 Future Background Traffic Volumes The standard procedure for determining the future background or non -site -related traffic involves several steps. The first is to determine an average annual growth rate for the roadways in the study area. The second is to determine a buildout or horizon year for the analysis. Finally, the existing traffic volumes are factored using the assumed annual growth rate for the selected number of growth years. For this project, we have assumed a horizon/buildout year of 2020 and that an average annual growth rate of 4% will occur each year for the next 7 years. Applying this factor to the existing traffic volumes yields the 2020 background volumes shown in Exhibits 7 - 9. Site -Related Traffic Volumes Trip Generation and Mode Split Trip generation for the Project was calculated using the Institute of Transportation Engineers (ITE) Trip Generation manual (9th Edition). ITE Trip Generation is a compilation of actual traffic generation data by land use as collected over several decades by creditable sources across the country and it is accepted as the standard methodology to determine trip generation volumes for various land uses where sufficient data exists. Because there is no proposed connection between the commercial and residential developments, the development was analyzed as two separate traffic generators - one east of proposed Kirkwood and one west of proposed Kirkwood. No reductions were applied for internally captured trips (because the ITE Shopping Center land use code already reflects this characteristic) or pass -by trips (motorists who patronize the site, but who already pass through the study area during the peak periods). A summary of the site -related trips calculated for the proposed building program is provided in Table 1 which shows the net trips added by the proposed development. The appropriate ITE Trip Generation Manua1-8th Edition excerpts are provided in the Appendix. Table 1 Southlake Center Trip Generation AM Peak PM Peak Weekend Peak Daily Land Use Quantity Hour Hour I Hour Traffic In Out In I Out In Out Eastern Tract 69 DU 746 15 43 47 28 38 32 210 —Single Family Western Tract 199,678 SF 8,526 119 73 457 495 712 658 820 — Shopping Center 944 — Gas Station 18 Pumps 3,034 112 107 125 125 125 125 Totals 12,306 246 223 629 648 750 690 Trip Distribution and Assignment Traffic generated by the proposed development at site buildout conditions was distributed and assigned to the study area roadway network using professional judgment to interpret the traffic orientation characteristics of existing traffic volumes in the study area and a technical understanding of the available roadway network. Exhibits 10 - 12 illustrate the approach and departure percentages assumed for site - generated traffic in this study. Traffic Volumes Determination of the traffic impact associated with the Project is measured by comparing the change in operational conditions before and after site -related traffic is added to the roadway system. This involves the development of traffic volumes that include both background and site -related traffic. The site -generated traffic was calculated by multiplying the trip generation values (from Table 1) by the corresponding traffic approach and departure orientations (Exhibits 10 - 12). The resulting peak -hour, site -generated traffic volumes of the Project are summarized in Exhibits 13 - 15. Page 3 Future Background Plus Site Traffic Volumes Adding the new site -related traffic volumes from Exhibits 13 - 15 to the 2020 background traffic volumes shown in Exhibits 7 - 9 yields the total peak period traffic volumes at the Project buildout year shown Exhibits 16 -18. Access Assessment The access assessment portion of this study will examine three major areas: 1) The spacing between the proposed driveways and adjacent driveways, 2) The spacing between proposed driveways and adjacent public street intersections and 3) The need for acceleration / deceleration lanes based on the projected turning movements at the proposed driveways. Access Point -to -Access Point Spacing The TxDOT Access Management Manual requires 305' between access points on a one-way facility with a posted speed limit of 40 mph as is the case on the SH 114 northbound frontage road in the area of the proposed development (see Appendix). The site plan (Exhibit 2) shows that: • Driveway 1 is located approximately 475' from Driveway 2 and • Driveway 2 is located approximately 425' from Dove Road Therefore, both distances exceed the minimum separation requirements. The City of Southlake controls the access spacing on both Dove Road White Chapel Boulevard and requires 250' between driveway centerlines and 200' between driveways and street intersections on an arterial. Applying these criteria to the proposed site plan (Exhibit 2), we find that: • Driveway 3 is over 400' from the SH 114 northbound frontage road, • Driveway 4 is approximately 300' from Driveway 3 and 230' from Kirkwood Boulevard, • Driveway 5 is approximately 400' from Dove Road and over 550' from Drive 6 and • Drive 7 is over 300' from Drive 6. Therefore, all distances exceed the minimum driveway separation requirements. Auxiliary Lane Assessment This portion of this study will examine the need for auxiliary or turn lanes based on the projected turning movements at the proposed access points. Both TxDOT and the City of Southlake require that auxiliary turn lanes be provided when the turning movements exceed 50 vehicles per hour for right turns on a roadway with a speed of 40 mph or less (see Appendix). Applying the volume threshold standard to the proposed site traffic (Exhibits 13 -15) shows that: 1) The projected right turn traffic volumes on the SH 114 northbound frontage road at Driveways 1 and 2 exceed the volume threshold for an auxiliary lane (both are shown on the site plan). 2) The projected eastbound right turn traffic volumes on Dove Road at Drive 3 exceed the volume threshold for an auxiliary lane. 3) The projected eastbound right turn traffic volumes on Dove Road at Kirkwood Boulevard exceed the volume threshold for an auxiliary lane (one is proposed and shown on the site plan). 4) The projected right turn traffic volumes on Kirkwood at Driveways 5 and 6 exceed the volume threshold for an auxiliary lane (both are shown on the site plan). Page 4 Traffic Impact Analysis Analysis Methodology Traffic operational conditions for unsignalized and signalized roadway intersections are quantitatively measured in terms of average delay per vehicle in a one -hour period through the intersection as a function of roadway capacity and operational characteristics of the traffic signal. The standardized methodology applied herein was developed by the Transportation Research Board as presented in the 2010 Highway Capacity Manual (HCM). HCM also qualitatively rates the overall delay conditions in terms of "Level -of -Service" (LOS) ranging from "A" (free -flowing conditions) to "F" (over -capacity conditions). Generally, LOS D or better is considered an acceptable condition for intersections in urban and suburban areas. Summary of Results The intersection capacity analyses presented in this study were performed using the Synchro 8 software package. Table 2 provides a summary of the intersection operational conditions during the peak periods under the analysis conditions presented previously. Detailed software output is provided in the Appendix. The findings are as follows: Existing (2013) Conditions The following assumptions were included as part of the existing conditions analysis: • The traffic volumes collected in May and August of 2013 are representative of average daily traffic levels. As Table 2 indicates, all interchanges and intersections operate acceptably during the morning and afternoon peak periods with 2013 traffic volumes. In order to determine the feasibility of signalizing the Dove/Kirkwood intersection, a traffic signal warrant analysis has been conducted. This study found that existing volumes do not satisfy the warrant criteria. However, with the addition of seven years of background traffic growth and the retail traffic, the projected volumes satisfy one -hour, four-hour and eight -hour volume warrants. The detailed warrant analysis can be found in the Appendix. Future (2020) Background Conditions The following assumptions were included as part of the future background conditions analysis: • The traffic volumes collected in May and August of 2013 have been increased by 4% per year for seven years to reflect the normal growth in the study area and represent average daily traffic levels for the year 2020. As Table 2 indicates, 1) The SH 114/Dove Road interchange operates acceptably during the morning and afternoon peak periods with 2020 background traffic volumes. 2) The Kirkwood Boulevard /Dove Road intersection fails as an unsignalized operation during the AM peak. if this location is signalized, however, the levels of service will return to acceptable values. 3) The Dove Road/White Chapel roundabout fails during the AM and PM peak periods. if bypass lanes are added, the LOS does improve. In order to determine the feasibility of signalizing the Dove/Kirkwood intersection, a traffic signal warrant analysis has been conducted. This study found that existing volumes do not satisfy the warrant criteria. However, with the addition of seven years of background traffic growth and the retail traffic, the projected volumes satisfy one -hour, four-hour and eight -hour volume warrants. The detailed warrant analysis can be found in the Appendix. Future (2020) 'Buildout Plus 5 Years' Conditions The following assumptions were included as part of the future background plus site conditions analysis: • The proposed project will be fully developed by the end of the year 2015 and Page 5 Table 2 Peak Hour Intersection Capacity Analysis Results 2013 2020 Intersection Traffic Background Background + Site Movement AM RM Weekend AM RM Weekend AM RM Weekend SH 114 SBFR @ Dove B (14.7) B (11.2) B (11.1) C (23.6) B (15.0) B (12.5) C (30.9) C (27.8) B (14.7) SH 114 NBFR @ Dove B (14.4) C (20.6) B (12.9) C (25.9) C (31.1) B (16.3) C (33.8) D (41.1) B (17.9) ALL A (4.2) A (6.0) A (2.8) A (9.0) A (8.8) A (2.9) F (53.1) F (160.9) F (100.3) NBL F (168.9) F Err F (941.0) NBT F (90.0) F (51.6) D (33.4) NBR C (23.2) C (15.6) B (14.7) Dove @ Kirkwood EBL A (9.2) A (8.2) A (7.6) B (10.5) A (8.6) A (7.8) B (10.9) A (8.8) A (8.1) WBL A (8.4) A (8.9) A (8.2) SBL D (31.7) C (18.1) B (10.6) F (108.5) D (32.8) B (11.5) F (877.9) F (1342.0) F (66.8) SBTR D (31.7) B (12.0) A (8.9) B (12.0) C (15.4) A (9.2) C (18.4) C (18.5) D (27.6) w/Signal C (23.3) C (29.2) 8 (18.4) A (0.0) A (0.0) A (0.0) ALL C (17.2) B (14.6) A (5.2) F (60.0) E (43.5) A (6.1) F (98.6) F (135.7) B (10.9) EB B (14.5) B (11.4) A (5.1) E (36.9) C (20.5) A (5.9) F (68.9) F (74.4) B (11.5) w/EB Bypass C (24.0) C (15.1) A (S.S) D (32.2) D (28.6) A (7.2) W B C (22.6) C (15.6) A (5.5) F (104.5) E (45.8) A (6.6) F (164.8) F (158.7) B (11.6) Dove @White Chapel w/WB Bypass E (46.0) D (25.2) A (6.1) F (82.0) F (89.7) 8 (10.6) NB B (12.6) C (19.1) A (5.0) D (26.0) F (75.7) A (5.7) E (38.4) F (231.8) A (9.5) w/NB Bypass B (14.0) C (19.8) A (4.7) C (17.9) F (67.2) A (7.2) SIB C (16.8) A (8.1) A (5.2) F (53.6) B (11.5) A (6.1) F (96.0) C (18.6) B (10.5) w/SB Bypass C (15.9) A (8.5) A (S.S) C (18.8) B (10.9) A (7.4) ALL A (1.9) A (1.6) A (2.3) A (2.5) A (2.0) A (2.5) A (3.4) A (4.3) A (5.0) WBL C (15.1) B (13.7) B (11.0) C (20.7) C (17.4) B (12.3) D (25.4) D (28.2) C (21.3) White Chapel @ Kirkwood WBR A (9.9) B (10.1) A (9.2) B (10.6) B (10.9) A (9.5) B (11.2) B (13.1) B (11.8) SBL A (8.0) A (8.0) A (7.6) A (8.2) A (8.4) A (7.8) A (8.4) A (8.8) A (8.3) ALL A (0.3) A (0.8) A (1.7) SH 114 NBFR @ Drive 2 WBR A (9.9) B (12.2) B (11.0) ALL A (0.5) A (1.2) A (3.2) SH 114 NBFR @ Drive 1 WBR A (10.0) B (13.2) B (12.1) ALL A (1.5) A (1.4) A (1.7) A (1.8) A (0.0) A (2.7) A (2.7) A (3.0) NB A (0.0) A (0.0) A (0.0) A (0.0) A (0.0) F (56.1) C (21.3) C (21.2) EBL A (9.3) A (0.0) B (10.6) A (0.0) A (0.0) B (11.1) A (0.0) A (0.0) Dove @ Drive 3 WBL A (0.0) A (0.0) A (0.0) A (0.0) A (0.0) A (9.7) A (8.8) A (9.1) SBL B (10.1) A (0.0) B (10.9) A (0.0) A (0.0) A (0.0) A (0.0) A (0.0) SBR A (0.0) B (12.0) A (0.0) B (14.6) A (0.0) B (11.2) C (18.0) A (0.0) ALL A (1.6) A (2.5) A (1.4) Kirkwood @ Drive 5 EBL A (9.6) B (12.2) B (12.3) ALL A (4.0) A (5.3) A (4.9) Kirkwood @ Drive 6 EBL A (8.8) A (9.7) A (9.9) ALL A (1.0) A (0.8) A (0.6) NBL E (41.4) E (46.5) C (20.2) Dove @ Drive 8 NBR B (13.2) C (15.9) B (11.0) WBL A (9.0) A (9.9) A (8.3) ALL A (0.1) A (0.1) A (0.1) NBL A (8.3) A (8.1) A (8.0) White Chapel @ Drive 9 EBL C (17.6) C (20.0) B (14.0) EBR B (11.2) B (10.4) B (10.3) ALL A (0.1) A (0.0) A (0.1) NBL A (8.3) A (8.0) A (7.9) White Chapel @ Drive 10 EBL C (16.1) C (16.5) B (13.9) EBR B (11.2) B (10.3) B (10.1) KEY.' A, B, C, D, E, F= Level -of -Service for each intersection approach NB, SB, Ell, WB -North, South-, East-, Westbound approach L, T, R = Left Through, Right Approach turning movement Page 6 • The traffic volumes collected in May and August of 2013 have been increased by 4% per year for seven years to reflect the normal growth in the study area and represent average daily traffic levels for the year 2020. As Table 2 indicates, 1) The SH 114/Dove Road interchange operates acceptably during the morning and afternoon peak periods with 2020 background plus site traffic volumes. 2) The Kirkwood Boulevard/ Dove Road intersection fails as an unsignalized operation during the AM and PM peak periods. If this location is signalized, however, the levels of service will return to acceptable values. 3) The Dove Road/White Chapel roundabout fails during the AM and PM peak periods. Even if all 4 bypass lanes are added, the LOS does not improve. This single -lane roundabout will need to be widened to a multi -lane roundabout in the very near future and Dove Road may need to be widened to a 4-lane facility. Conclusions and Recommendations This report has examined the access and traffic impact of Southlake Center (a proposed Commercial development in Southlake, Texas) on the adjacent roadway system. The findings indicate the following: 1) All site driveways meet TxDOT and Southlake access spacing requirements, 2) Site Driveways #3 may require an auxiliary/deceleration lane. 3) The intersection of Dove Road and Kirkwood Boulevard should be signalized when volumes satisfy the warrant criteria. In order to determine the feasibility of signalizing the Dove/Kirkwood intersection, a traffic signal warrant analysis has been conducted. This study found that existing volumes do not satisfy the warrant criteria. However, with the addition of seven years of background traffic growth and the retail traffic, the projected volumes satisfy one -hour, four-hour and eight -hour volume warrants. The detailed warrant analysis can be found in the Appendix. 4) Because one approach of the single -lane roundabout at Dove and White Chapel already fails during the AM peak period, this roundabout will need to be widened to a multi -lane roundabout in the very near future and Dove Road may need to be widened to a 4-lane facility. By-pass lanes may also be needed by 2020. NOTE: Recommendations for public improvements within the study area presented in this report reflect the opinion of DeShazo based solely upon technical analysis and professional judgment and are not intended to define, imply, or allocate funding sources nor required improvements. Applicable legal precedent indicates that the Owner of a Project should only be required to proportionately fund necessary infrastructure improvements that are directly attributable to implementation of the Project. Such requirements will depend upon the individual circumstances of each project that may be viewed differently by each particular agency/municipality. END OF MEMO Page 7 ��r 9lal aor .�' � �' 'y. � �• ' °tea r } z ^'' •ri: M d'fll d {L� •IJi��r 1 rr� J- � !� R— * r Cp'Z/ .•���3•� • � - �..eg-4'. y'a. •''%dAFr: ` .. � y- _CY i•f N�n°. � 1 � �.. - i• x .d u { ryY�r ii��►� e•a _ _ T- Mrpov �ti . y Gy- 1=�oosc - iice�Rd 'L-• VL Iti� . �✓ Yam. ' .•�••.!�•.. -� •. •� A. IF �. ,� �'aik♦ .� •� �� ��. PEEL• . � •„� .! yam• � wlvc`ering Ln�.._i'r� � 3t esfcr�v V rf w iawooaLn_ .,` �. .!r�.••_r F,: 1� a n r • La kt Woad �r w rhk 3 J`.+ rr.. 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W!-]ulhake O O � T 3 3 M saa I—} •L Hl � r � r-I T t'6 3 N f�6 0 3 v 0 NO w Page 9 NO 75 0 V 0 N A Page 11 NO 75 0 V 0 N A Page 12 NO 75 0 V 0 N A Page 13 NO 75 0 V 0 N A Page 14 NO 75 0 V 0 N A Page 15 NO 75 0 V 0 N A Page 16 NO 75 0 0 N C.0 A Page 17 2 CL NO C.0 A Page 18 -7 NO 75 0 0 N C.0 A Page 19 i NO 75 0 V 0 N NO 75 O C� O N A Page 21 rO 75 `0` � 0 N NO 75 0 V 0 N A Page 23 NO 75 0 V 0 N A Page 24 NO 75 0 V 0 N A Page 25 Appendix A Traffic Counts Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000002 Comment 1: #2 SH 114 NB FRT RD @ DOVE Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: MR Westbound Northbound Eastbound Start Time Thru Right Left Thru Right Left Thru 10:00 AM 15 8 22 17 5 5 18 10:15 AM 20 9 20 22 4 7 17 10:30 AM 16 10 45 15 8 12 17 10:45 AM 32 14 29 27 6 6 16 11:00 AM 36 18 36 22 3 7 22 11:15 AM 21 10 29 20 8 7 21 11:30 AM 19 27 33 28 13 6 19 11:45 AM 42 18 41 31 11 133 28 12:00 PM 23 25 32 23 13 9 16 12:15 PM 26 21 41 32 4 13 20 12:30 PM 40 20 47 23 6 9 27 12:45 PM 29 24 58 29 7 8 25 01:00 PM 14 7 61 25 8 6 25 01:15 PM 23 12 53 22 11 7 13 01:30 PM 20 24 47 24 7 8 18 01:45 PM 28 16 55 39 7 8 27 02:00 PM 20 10 61 23 7 10 27 02:15 PM 28 13 55 19 11 9 20 02:30 PM 30 24 63 46 28 22 22 02:45 PM 28 23 61 35 18 11 18 Peak Hour: 131 84 161 109 34 164 91 PHF: 0.78 0.84 0.86 0.85 0.65 0.31 0.81 Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000001 Comment 1: #1 SH 114 SB FRT RD @ DOVE Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: MH Southbound Westbound Eastbound Start Time Left Thru Right Left Thru Thru Right 10:00 AM 8 22 5 9 28 15 41 10:15 AM 10 24 6 10 30 17 44 10:30 AM 10 21 7 7 54 19 38 10:45 AM 8 28 13 11 50 14 37 11:00 AM 10 25 8 18 54 19 43 11:15 AM 10 20 8 8 22 18 40 11:30 AM 9 34 8 8 44 16 59 11:45 AM 10 21 9 17 66 34 54 12:00 PM 10 26 5 9 44 15 51 12:15 PM 10 31 5 12 55 23 37 12:30 PM 20 21 10 24 63 16 38 12:45 PM 8 18 6 29 58 25 57 01:00 PM 7 25 5 15 60 24 44 01:15 PM 10 13 12 17 59 10 51 01:30 PM 12 17 7 12 54 14 39 01:45 PM 16 23 6 16 57 19 44 02:00 PM 21 14 10 15 66 16 34 02:15 PM 14 17 7 20 63 15 40 02:30 PM 14 18 6 20 63 20 40 02:45 PM 19 22 11 23 66 10 30 Peak Hour: 45 95 26 80 236 88 176 PHF: 0.56 0.77 0.65 0.69 0.94 0.88 0.77 J W O_ a 2 U w H = x LU Y a 0 O O > _ 0 O H N O O 0 0 w ri O u Ln 2 I N m zT 4.1 c c c c ru ~ O E E E E L L E E E E (6 (6 a U U U U can ci Ln Epp M M N N M r-I r-I O M l0 l0 M G M Ln N r-I M 00 O C 7 O i M:* M N Ln :* 00 l0 m I, r-I M N M M r-I -:* l0 M Ln M M r-I r-I r-I r-I r-I r-I r-I N r-I N N N r-I r-I N N r-I r-I N N C en LU w v 0M NO-:* O M r-I N r-I O N Ln M r-I N t0 Gl LM J O ++ M O ^ N 00 l0 r-I O N O I, n N O 00 l0 N N r-I r-I -I rr-Ir-I r-I r-I r-I r-I r-I r-I N r-I N r-I r-I r-I In O C 7 m L n O 00 Ql I� N M n N n O 'D l0 00 Ln MkD `-I Ql eq OR t r-I r-I r-I r-I r-I r-I r-I r-I r-I O L z J M NN N MN N M r-I N N M:* NI, cn O r-I l0 Ln M O I, M M N O N Ln Ln l0 Ln r-I r-I r-I rn 14 O C 7 O i 00 r, Ln M w m l0 N w l0 O Ln M I, w M 14 t r-I r-I N N N r-I r-I r-I N M r-I N r-I N N r-I r-I r-I r-I N 0`i0 00 � � O >O1 V M O r-I w I, l0 :* Ln N O r-I r-I M Ln O O-tt O Ln N J r-I r-I r-I r-I r-I N r-I r-I r-I r-I O N l0 l0 M -:* n N r-I M r-I r-I r-I M r-I M r-I N M Ln ri O c i t M O 00 I, 00 M N N l0 n O 00 M 00 N m Ln R* R* r-I r-I r-I r-I r-I r-I r-I r-I r-I N r-I r-I r-I r-I In In C O Ln tf J Ln r-I O Ln M Ln N l0 N N r-I M M N r-I M r-I Ln n 14 O i LL = O a = a a a a a a a a a a a a a a a a a a a a O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln Y L O r-I M O r-I M O r-I M O r-I M O r-I M y +' 0 0 0 0 r-I r-I r-I r-I N N N N r-I r-I r-I r I N N N N ri ri ri ri ri ri ri ri ri ri ri ri O O O O O O O O OL Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000005 Comment 1: #5 WHITE CHAPEL @ KIRKWOOD Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: SC Southbound Westbound Northbound Start Time Left Thru Left Right Thru Right 10:00 AM 0 38 9 1 18 7 10:15 AM 2 20 10 2 27 8 10:30 AM 1 26 4 1 21 11 10:45 AM 0 36 11 1 22 4 11:00 AM 0 27 6 0 24 8 11:15 AM 1 39 7 0 30 8 11:30 AM 0 39 9 0 25 5 11:45 AM 0 36 2 0 33 7 12:00 PM 1 28 11 1 40 2 12:15 PM 2 23 6 1 26 8 12:30 PM 1 27 14 1 27 7 12:45 PM 1 30 10 2 31 9 01:00PM 3 17 9 0 21 10 01:15 PM 1 16 11 2 27 11 01:30 PM 4 20 7 0 32 4 01:45 PM 1 29 9 1 33 6 02:00 PM 1 34 3 1 31 7 02:15 PM 1 25 7 0 29 7 02:30 PM 1 28 6 1 37 7 02:45 PM 0 29 12 2 34 6 Peak Hour: 5 108 41 5 124 26 PHF: 0.63 0.90 0.73 0.63 0.78 0.72 J w d Q 2 U w H 2 H LJ r-IQ (5 O w Q OO O 0 0 O 0 ~ < N � W 0 U 0 I N m +� ai +- +- +- +- c c c c r� ~ 0 E E E E L L w E E E E m +, U U UU can ci cn w N N r-I l -1 0 M M Lm M 0 C 7 0 i I, MIn N r-I I, O Ln 0000 n r-I NM M In l0 0 N O LU w +- w rI N N rl LA iN-I In O +' t Ln O �W N r�.ol iM-I N N rl iM-I n C C 7 0 r IZ Ln M rn In t L t I 0 iM-I N 0 z J NN��NNI�In Lq Ln O oA O O N 00 r-I N In 14 Lq � w O C 7 O i rl N N In r-I l0 l0 r-IDD en t H rI N M-:* 00 M In In N O >O1 OJ1 ^ rN-I r^-I N N M r-I ^ 0 O O O O M M N I, Ln 0 C c t 00 � � H rN-I rM-I r-q -I N L rl rM-I C 0 V) w N M N� Ln 00 N r-I In O i LL W 0 a a a a a a a a a = 0 In O In O In O In Y i M O rl M O rl N V; 0 0 0 0 0 0 0 0 a l0 M 00 N M n iM-I iM-I O In I, Ln M r-I M l0 N O Ln DO l0 In I, 00 I, �.o In : M 0 N O� 00 r-I rl iM-I r�l iN-I O I� N N l0 R* In In M ^ N 00 00 r-I r-I N M M M N M 14 0 I, In N 0 r-I 00 r-I 00 0 W r-I N N N:* N M 14 O N M N l0 In In I, M r-I N 00 O N O l0 l0 N l0 rl Ol Ol M V1 In 00 R* R* l0 n l0 In N 0 O O P O N rM-I r-IN O C ^ rn r-I iM-I r^-I N N r�I -q d O 00 I, In n l0 Ql N rn 00 O i LL O In O In O In O In Y N M:* 0 r-I M� 0 r-I � In vi In In �o io a O O O O O O O O a 0 O O X c-I Q (5 L LU Q 00 O 0O 00 W ~ O O O C) 0 N � l0 O U +1 c c c c ° E E E E L i L - +, E E E E Ln Li N U U U U i O m m 00 M�* l0 00 r-I N N M�* 00 M Ln M ^ C N C 7 O ns W , kD m w w O v r-IO rN M Ln W N r-I 00 00 N r-I NN O C 7 O en O1 N N m eq w rr-I-I N Qml lM0 M O O 00 O O N N N 0r0 c14 00 n O 7 O t wO M M I� N l0 M LLR J N LNR O °1�������� i LL a O Ln O Ln O Ln O Ln Y i M O r-I M O r"I N l0 l0 I, ri n n 00 00 OL L; 0 0 0 0 0 0 0 0 a �* M �* Ln M O Ln N 00 :T Ln cn Ln M l0 l0 Ln l0 �* M N 0 O� Gl OR rr-I rr-I rN-I rr-I rr-I rr-I rr-I Ln O n M mI� Ln M M l0 rN-I O -tt n -tt 00 l0 O I, n 00 Ln M O0 Ln -tt l0 n l0 Ln Ln N 0 r-I Ql r-I r-I N I� n l0 14 cn 0 cn M 00 00 I, Ln M M N 0 r-I 00 l0 Ln I, 00 Ln M w 0 w n N N N M N r-I r-I r-I ri 0 i LL a a a a a a a a O Ln O Ln O Ln O Ln Y m M H O r-I M H O r-I � Ln Ln Ln Ln ko io a O O O O O O O O a 0 LLLL W z I:T r-I r-I N ,-I Q LU Q \ O O O LL O J = O O 0 N W O U I N m E a) c c c c ° E E E E L L w E E E E m Li nLi +, Ln U U U U 00 Ln 00 00 t M Ln Lin Ln 0� 00 n m -a r-I r-I M C C 7 O LL.I J <D 00 Ql N 00 N NN r^-I 0000 O � M Ln m <D O M M Ln � m M M � � to 00 00 � O C 7 0 i r-I N Ln 00 00 r-I OR M t � L H r-I r-I r-I N N M M r-I O z $ O M Ln 00 N M Ln 00 00 J N N r-I N Ln Ln N O to to l0 00 m 00 r-I w Ol 00 r-I r-I r-I N N N N C C � 7 O >O1 i I, Ln r-q M r-q N M r-q n wr-I r-I N MI, Ln M O i LL O a a a a a a a a a = 0 Ln O Ln O Ln O Ln Y i M O r-I M O r-I N L; 0 0 0 0 0 0 0 0 a Ln r-I m m M l0 00 00 Ln M Ln �* Ln <D <D <D �* M N p M O� 00 rr-I rr-I rN-I rr-I rr-I rN-I LMn O O� w 00 Ln n rr-I rr-I rr-I r�-I r�-I O Ln M Ln r-I to l0 00 00 00 Ln W 00 M M :* N 14 O <D Ql 00 LM N � <D � r�-I NN W00 r-I r-Ir-Ir-Ir-Ir-ILn p N :* N r-I r-I Ql 00 N M M 14 00 M M M R* M N N N 14 O 00 LD 00 O `� M O N IM R* N 00 00 r-I r-I r-I r-I r-I ^ ^ Ln p i LL a a a a a a a a O Ln O Ln O Ln O Ln Y N M R* 0 r-I M� 0 r-I � Ln Ln Ln Ln �o io a 0 0 0 0 0 0 0 0 a 0 L.L N c-I r-I N ,-I Q LU Q \ o O O LL O J O O C) N 0 � W O U I N m E a) c c c c 0 E E E E L L w E E E E m ca nci +, cn U U U U IZ ^O lo l Q01 QMl n QM M 00 "a O C 7 O en ns W ko DM rl n t r^-I N � m NN 000 Ln rI Ln M O t 0 Ul 00 N DM N Ln 0 O -a � � rN-I r, O 7 O >N ON O 00 J r-I r-I r-I r-I r-I r-I O r-I O M to N ^ N 00 Ln r-I r-I r-I N r- LA O C 7 iLn to N m w m Ln O n t � H r-I N r-I N N N N M C 7 O V) N O M 00 r-I 00 00 Ln eq J N M N M N N M O i L1 O Ln O Ln O Ln O Ln m N to to I, ri n n o0 0o a V; 0 0 0 0 0 0 0 0 a M r-I M �* N Ln r-I O O Ln OR Ln Ln Ln M �* M Ln ri O r-I m M I, 00 N W to O 00 00 R* M R* M:* Ln M M � O M M r, O Ln r-I to to M OR r-I r-I N N N r-I r-I r-I 00 O R* m M I, O M Ln U) M W C71 to to I, <D M M N 0 M r-I to N Ul O rl r-I M n N N r-I M r-I M r-I N m O 00 O r-I I, N M r-I rn 14 W 00 M M M N N M M N 14 O m r-I 00 N O O N O O M N N N M M N N ri O i L1 a a a a a a a a O Ln O Ln O Ln O Ln Y N M R* O r-I M R* O r-I � Ln vi Ln Ln �o io a O O O O O O O O a 0 O O Y Y W J W Q U LU ON O O O O ~ = 2 Om O m � 0 0 U of Q N 0 W o 1�� c c c c ° E E E E L L E E E E a cn - ci +, cn U U U U *' In m In rn ^ Ian O 7 O t L 0 O L r I 1p to O to M I, Ln 00 O t H N M N M I, l0 M M N O +' t b0 O O O r-I N r-I r-I r-I M LM � � � O 7 O >N to w O0 ON ko n ko en l0 w Ln O i m r-I :* M M Ln NLn l�0 -a t N r-I M M to 00 ko N N O C O t V $ N O O N r-I 0 r-I r-I o :T V1 J O N i LL O a 0 In 0 In 0 In 0 In Y i M O r-I M O r-I N l0 to I, ri n n w w a L; 0 0 0 0 0 0 0 0 a 0 M 00 I, n n n l0 rM-I rr-I M O O M N M M M I, N eq Ln OR M M In In �.o I, Ln I, N 0 Ln r-I O M O O M O�* M N O 00 00 00 Ol l0 r-I r-I rr-I O I- O O M w I, N N ^ O OR M G M In N In M M 14 O OO N M r-I r-I 0 r-I r-I w M O i LL 0 a a a a a a a a a 0 In 0 In 0 In 0 In Y N M R* 0 r-I M R* 0 r-I � In vi In In ko io a O O O O O O O O a QUALITY COUNTS, INC. DATA COLLECTION & ANALYSIS SOUTH LAKE, TX DOVE EAST OF - SH 114 24-Hour Traffic Counts 30-Anr-13 Time EB DOVE EAST OF WB DOVE EAST OF Start :00 :15 :30 :45 Ttl. :00 :15 :30 :45 Ttl. 12 AM 0 5 3 3 11 10 1 5 1 17 1AM 3 4 1 2 10 3 2 4 3 12 2AM 2 0 1 1 4 5 3 1 0 9 3AM 0 1 0 2 3 6 2 3 1 12 4 AM 2 3 1 2 8 11 6 3 5 25 5 AM 4 9 15 37 65 11 9 21 17 58 6 AM 19 40 90 116 265 23 22 22 32 99 7 AM 99 100 160 164 523 52 71 139 163 425 8 AM 130 133 118 89 470 82 70 48 43 243 9 AM 83 60 59 46 248 47 49 45 36 177 10 AM 31 35 32 45 143 34 33 40 37 144 11 AM 34 40 37 47 158 38 55 87 84 264 12 PM 55 67 59 74 255 59 43 41 46 189 1 PM 63 64 54 50 231 45 29 49 37 160 2 PM 52 60 64 72 248 45 41 71 81 238 3 PM 52 44 63 56 215 124 89 124 105 442 4 P M 58 53 51 56 218 115 109 131 144 499 5 PM 62 75 78 65 280 172 160 161 105 598 6 P M 59 51 70 77 257 99 82 97 85 363 7 P M 51 36 26 38 151 73 43 60 42 218 8 PM 33 34 28 23 118 41 22 45 28 136 9 PM 38 15 17 13 83 19 22 13 5 59 10 PM 15 19 17 9 60 4 2 20 3 29 11 PM 6 4 8 5 23 18 14 5 4 41 24 Hour 4,047 4,457 700 600 500 v E Z) >0 400 U w w f0 ~ 300 0 200 100 C Grand Total: 8,504 AM Peak Hour: 1,041 7:30 AM to 8:30 AM PM Peak Hour: 908 4:45 PM to 5:45 PM 12 AM 2 AM 4 AM 6 AM 8 AM 10 AM 12 PM 2 PM 4 PM 6 PM 8 PM 10 PM QUALITY COUNTS, INC. DATA COLLECTION & ANALYSIS SOUTH LAKE, TX WHITE CHAPEL - SOUTH OF DOVE 24-Hour Traffic Counts 30-Apr-13 Time NB WHITE CHAPEL SB WHITE CHAPEL Start :00 :15 :30 :45 Ttl. :00 :15 :30 :45 Ttl. 12 AM 1 2 2 1 6 1 0 2 1 4 1AM 0 0 0 1 1 0 0 0 1 1 2AM 0 1 0 0 1 0 0 0 2 2 3AM 0 0 1 0 1 0 0 2 0 2 4AM 0 1 0 3 4 1 0 1 4 6 5 AM 2 0 2 8 12 4 3 9 14 30 6 AM 6 6 20 36 68 8 18 23 18 67 7 AM 23 31 76 113 243 30 36 61 103 230 8 AM 34 38 27 36 135 55 25 38 29 147 9 AM 31 24 27 34 116 27 38 20 29 114 10 AM 24 30 28 24 106 35 40 29 31 135 11AM 30 30 30 25 115 31 43 31 33 138 12 PM 22 45 32 28 127 29 25 28 26 108 1 PM 31 42 24 37 134 38 37 27 36 138 2 PM 32 42 55 69 198 25 21 27 61 134 3 PM 35 39 45 46 165 65 38 74 52 229 4 PM 54 50 38 38 180 50 49 48 37 184 5 PM 48 36 73 60 217 34 35 33 23 125 6 PM 57 88 75 64 284 41 36 39 36 152 7 PM 48 45 41 29 163 32 25 50 53 160 8 PM 39 40 32 31 142 47 19 29 22 117 9 PM 17 17 21 11 66 14 41 5 5 65 10 PM 9 10 6 3 28 17 5 3 4 29 11PM 2 4 2 2 10 1 6 1 1 9 24 Hour 2,522 2,326 300 250 E 200 Z) 0 U �o 150 Z) = 100 50 Grand Total: 4,848 AM Peak Hour: 509 7:15 AM to 8:15 AM PM Peak Hour: 436 6:00 PM to 7:00 PM 0 0.08333323866666670.250.333333[R.436666667 0.5 0.58333323366666670.750.833333:R936666667 QUALITY COUNTS, INC. DATA COLLECTION & ANALYSIS SOUTHLAKE,TX DOVE EAST OF - KIRKWOOD 24-Hour Traffic Counts 9.9,-Mav-1 3 Time EB DOVE EAST OF WB DOVE EAST OF Start :00 :15 :30 :45 Ttl. :00 :15 :30 :45 Ttl. 12AM 0 0 0 0 0 4 0 0 0 4 lAM 0 0 0 0 0 2 2 0 0 4 2AM 0 0 0 0 0 1 1 1 1 4 3AM 0 0 0 0 0 0 0 0 1 1 4AM 0 0 0 0 0 0 1 2 2 5 5 AM 0 0 0 0 0 2 2 14 8 26 6 AM 0 0 0 0 0 8 16 10 16 50 7 AM 0 0 0 0 0 23 45 117 151 336 8 AM 0 0 0 0 0 92 80 45 29 246 9 AM 0 0 0 0 0 25 22 24 23 94 10 AM 0 0 0 0 0 20 21 28 22 91 11 AM 0 0 0 0 0 18 17 30 31 96 12 PM 0 0 0 0 0 31 29 18 36 114 1 PM 0 0 0 0 0 23 24 40 26 113 2 PM 0 0 0 0 0 29 33 28 95 185 3 PM 0 0 0 0 0 75 38 66 57 236 4 PM 0 0 0 0 0 60 48 50 47 205 5 PM 0 0 0 0 0 60 57 56 54 227 6 PM 0 0 0 0 0 63 74 50 48 235 7 PM 0 0 0 0 0 60 22 25 37 144 8 PM 0 0 0 0 0 26 32 26 19 103 9 PM 0 0 0 0 0 29 27 11 10 77 10 PM 0 0 0 0 0 5 11 7 5 28 11PM 1 0 0 0 0 0 1 4 3 5 5 17 24 Hour 0 2,641 400 350 300 U 2250 0 U �E200 H T �5150 O 100 50 1 Grand Total: 2,641 AM Peak Hour: 440 7:30 AM to 8:30 AM PM Peak Hour: 274 2:45 PM to 3:45 PM 12 AM 2 AM 4 AM 6 AM 8 AM 10 AM 12 PM 2 PM 4 PM 6 PM 8 PM 10 PM QUALITY COUNTS, INC. DATA COLLECTION & ANALYSIS SOUTHLAKE,TX KIRKWOOD - NORTH OF DOVE 24-Hour Traffic Counts 9.9,-Mav-1 3 Time NB KIRKWOOD SB KIRKWOOD Start :00 :15 :30 :45 Ttl. :00 :15 :30 :45 Ttl. 12 AM 3 0 1 1 5 0 0 0 0 0 lAM 0 0 0 0 0 0 0 0 0 0 2AM 0 1 0 0 1 0 0 0 0 0 3AM 0 0 0 0 0 0 0 0 0 0 4AM 1 1 1 1 4 0 0 0 0 0 5AM 4 1 1 4 10 0 0 0 0 0 6 AM 3 8 14 17 42 0 0 0 0 0 7 AM 17 18 54 52 141 0 0 0 0 0 8 AM 34 24 8 16 82 0 0 0 0 0 9 AM 23 12 10 12 57 0 0 0 0 0 10 AM 10 7 12 11 40 0 0 0 0 0 11 AM 11 30 43 23 107 0 0 0 0 0 12 PM 26 29 28 17 100 0 0 0 0 0 1 PM 12 12 16 14 54 0 0 0 0 0 2 PM 14 13 14 33 74 0 0 0 0 0 3 PM 26 23 32 29 110 0 0 0 0 0 4 PM 56 41 75 69 241 0 0 0 0 0 5 PM 100 121 85 56 362 0 0 0 0 0 6 PM 53 62 51 33 199 0 0 0 0 0 7 PM 32 30 11 9 82 0 0 0 0 0 8PM 14 6 12 6 38 0 0 0 0 0 9PM 6 6 4 5 21 0 0 0 0 0 10 PM 0 3 0 0 3 0 0 0 0 0 11PM 1 0 1 2 1 4 0 0 0 0 0 24 Hour 1,777 0 400 350 300 U 2250 0 U �E200 H T �5150 O 100 50 0 Grand Total: 1,777 AM Peak Hour: 164 7:30 AM to 8:30 AM PM Peak Hour: 375 4:45 PM to 5:45 PM 12 AM 2 AM 4 AM 6 AM 8 AM 10 AM 12 PM 2 PM 4 PM 6 PM 8PM 10 PM Appendix 8 ITE Trip Generation Excerpts PF M�= Single-family detached housing includes all single-family detached homes on individual lots. A typical site surveyed is a suburban subdivision. The number of vehicles and residents had a high correlation with average weekday vehicle trip ends. The use of these variables was limited, however, because the number of vehicles and residents was often difficult to obtain or, predict. The number of dwelling units was generally used as the independent variable of choice because it was usually readily available, easy to project and had a high correlation with average weekday vehicle trip ends. This land use included data from a wide variety of units with different sizes, price ranges, locations and ages. Consequently, there was a wide variation in trips generated within this category. As expected, dwelling units that were larger in size, more expensive, or farther away from the central business district (CBD) had a higher rate of trip generation per unit than those smaller in size, less expensive, or closer to the CBS). Other factors, such as geographic location and type of adjacent and nearby development, may also have had an effect on the site trip generation. Single-family detached units had the highest trip generation rate per dwelling unit of all residential uses because they were the largest units in size and had more residents and more vehicles per unit than other residential land uses; they were generally located farther away from shopping centers, employment areas and other trip attractors than other residential land uses; and they generally had fewer alternate modes of transportation available because they were typically not as concentrated as other residential land uses. The peak hour of the generator typically coincided with the peak hour of the adjacent street traffic, The sites were surveyed between the late 1960s and the 2000s throughout the United States and Canada, 1, 4, 5, 6, 7, 8, 11, 12, 13, 14, 16, 19, 20, 21, 26, 34, 35, 36, 38, 40, 71, 72, 84, 91, 98, 100, 105, 108,110,114,117,119,157,167,177,187,192,207,211,246,275,283,293,300,319,320, 357,384,435,550,552,579,598,601,603,611,614,637 Trip Generation, 8th Edition 289 Institute of 'Transportation Engineers a Single -Family Detached Housing (210) Average Vehicle Trip • vs: Dwelling Units • a: Weekday Number of Studies, 351 Avg. Number of Dwelling Units: 197 Directional Distribution: 50% entering, 50% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 1 9,57 4.31 21,85 3.69 IT, 30,000 20,000 10,000 0 -? 0 1000 X = Number of Dwelling Units Actual Data Points Fitted Curve Fitted Curve Equation: Ln(T) = 0.92 Ln(X) + 2.71 2000 - - " Average Rate R 2 = 0.96 3000 Trip Generation, 8th Edition 290 Institute of Transportation Engineers Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 am. Number of Studies: 286 Avg. Number of Dwelling Units- 194 Directional Distribution: 25% entering, 75% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0.75 0.33 2.27 OM Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Trip Generation, 8th Edition 292 Institute of Transportation Engineers Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, A.M. Peak Hour of Generator Number of Studies: 341 Avg. Number of Dwelling Units- 181 Directional Distribution: 26% entering, 74% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 0-,7-7- 033- 227 0­."9" 1 1.11at-quidg1w LMULMIL 2,000 W a z li 1,000 0 f 0 1000 X = Number of Dwelling Units Actual Data Points Fitted Curve Fitted Curve Equation. T = 010(X) + 12.37 2000 — - Average Rate R 2 = 0.89 3000 1 Trip Generation, 8th Edition 293 Institute of Transportation Engineers Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: Dwelling Units On a: Weekday, P.M. Peak Hour of Generator Number of Studies: 360 Avg. Number of Dwelling Units: 174 Directional Distribution: 64% entering, 36% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 1.02 0.42 2,98 1.05 1,900 1,800 1,700 1,600 1,500 1,400 1,300 1,200 1.100 1,000 900 800 700 600 500 400 300 200 100 0 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 X = Number of Dwelling Units Actual Data Points Fitted Curve Average Rate R 2 = 0.91 Trip Generation, 8th Edition 294 Institute of Transportation Engineers Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: Dwelling Units On a: Saturday Avg, Number of Dwelling Units: 213 Directional Distribution: 50% entering, 50% exiting Trip Generation per Dwell i n g Unit Average Rate Range of Rates Standard Deviation 10.08 5.32 15.25 168 Data Plot ancl tcluavon 11,000 10,000 9M0 8,000 va W 7,000 2 a) 6,000 a) a) 5,000 4,000 3,000 2,000 1,000 0 100 200 300 400 500 600 X = Number of Dwelling Units Actual Data Points Fitted Curve Fitted Curve Equation: Ln(T) = 0.95 Ln(X) + 2.59 700 800 900 1000 - - - Average Rate R 2 = 0.92 Trip Generation, 8th Edition 295 Institute of Transportation Engineers Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: Dwelling Units On a: Saturday, Peak our of Generator Number of Studies: 53 Avg, Number of Dwelling Units: 217 Directional Distribution: 53% entering, 47% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation OM O50 1,750.99 Data Plot and Equation W 700 600 100 0 0 100 200 300 400 500 600 700 X = Number of Dwelling Units Actual Data Points Fitted Curve Average Rate Fitted Curve Equation: T = 0.8%X) + 9.56 R2 = 0.91 Trip Generation, 8th Edition 296 Institute of Transportation Engineers Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: Dwelling Units On a: Sunday Avg. Number of Dwelling Units: 216 Directional Distribution: 50% entering, 50% exiting Trip Generation per Dwelling Unit Average Rate Range of Rates Standard Deviation 8.77 4,74 12.31 133 Data Plot and Equation 10,000 9,000 8,000 7,000 6,000 5,000 43000 3,000 2,000 1,000 0 0 100 200 300 400 500 600 700 800 9QO 1000 X = Number of Dwelling Units Actual Data Points Fitted Curve Average Rate Fitted Curve Equation: T = 8.84(X) - 13.31 R 2 = 0.94 Thp Generation, 8th Edition 297 Institute of Transportation Engineers or - Single -Family Detached Housing (210) Average Vehicle Trip Ends vs: On a: Z I M-1 ► I M Dwelling Units Sunday, 52 215 53% entering, 47% exiting Trip Generation per Dwelling Unit ----------- Average Rate Range of Rates Standard Deviation 0.86 0.55 - 1 A8 0.95 ---------- Trip Generation, 8th Edition 298 Institute of Transportation Engineers A shopping center is an integrated group of commercial establishments that is planned, developed, owned and managed as a unit. A shopping center's composition is related to its m,,2rket arpa-i* ter -its of size. location and tvQe of store, A shopping center also provides on-sitit WHIMEMUMIM U#T ff =# I Shopping centers, including neighborhood centers, community centers, regional centers and super regional centers, were surveyed for this land use, Some of these centers contained non - as office buildinks, movie theaters, restaurants, lost offices, banks health clubs and recreational facilities (for example, ice skating rinks or indoor miniature it courses), The centers ranged in size from 1,700 to 2.2 million square feet gross leasable area (GLA). The centers studied were located in suburban areas throughout the United States and therefore represent typical U.S. suburban conditions, Many shopping centers, in addition to the integrated unit of shops in one building or enclosed around a mail, include outparcels (peripheral buildings or pads located on the perimeter of the center adjacent to the streets and major access points). These buildings are typically drive-in banks, retail stores, restaurants, or small offices. Although the data immWrt"l, it'l�-krcftiA* XQc�X-he_r2! assumed that some of the data show their effect. The vehicle trips generated at a shopping center are based upon the total GLA of the center. In cases of smaller centers without an enclosed mall or peripheral buildings, the GLA could be ft' same as the gross floor area of the building, Separate equations have been developed for shopping centers during the Christmas shopping season. Plots were included for the weekday peak hour of adjacent street traffic and the Saturday peak hour of the generator. occurs, it is suggestea TaNff used, as they are based on a larger number of studies. Trip Generation, 8th Edition 1497 Institute of Transportation Engineers Win- MO Percent of 24- Hour Entering Traffic Percent of• Hour Entering Traffic • MUMN111= Source numbers - 95, 124; based on four studies Source numbers - 95, 124, based on four studies Table 2 Hourly Variation in Shopping Center Traffic le Area More Than 300,000 Square Feet Gross LeasabII Average Weekdaya Avera e Saturdayb Average Sunday! —Percent Percent of 24-Hour Entering Traffic Percent of 24-Hour Exiting Traffic Percent of 24-Hour Entering Traffic �-Pe men—to—f 24-Hour Exiting Traffic i of 24-Hour Entering Traffic Percent of=== 24-Hour Exiting a Source numbers - 48, 73, 88, 124: based on seven studies b Source numbers - 73, 88; based on three studies c Source number - 88; based on two studies Trip Generation, 8th Edition 1498 Institute of Transportation Engineers Table 3 Daily Variation in Shopping Center Traffic Percenta e We e�A�"a Monday throug Y) # Source numbers - 88, 124 Table 4 Monthly Variation in Shopping Center Traffic Percenta e of Avera e Month Month P rcentage Month Percentage January 85.3 77September July 100,8 February 78,1 Aunust 1021 March 92.0 94.8 April 93.2 October 98.9 May 105A November 101,5 June 106.0 December 141 .8 Sample size: 2 Average gross leasable area: 938,000 square feet The sites were surveyed between the 1960s and the 2000s throughout the United States and Canada. 6, 13, 14, 18, 19, 22, 2640, 42, 48, 49, 54, 59, 60, 61 64, 65, 72, 7175, 76, 77, 78, 79,87,89190,98,99,100,105,110,124,156,159,172,186,193,194195,196,197,198,199, 202,204,211,213,260,263,269,295,299,300,301,304,305,307,308,309,310,311,312, 313,314,315,316,317,318,319,358,365,376,385,390,400,404,414,420,423,428437, 440,442,444,446,507,562,563,580,598,629,658 Trip Generation, 8th Edition 1499 Institute of Transportation Engineers Shopping Center (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Weekday Number of Studies: 302 Average 1000 Sq. Feet GSA: 328 Directional Distribution: 50% entering, 50% exiting Average Rate Range of Rates Standard Deviation 42.94 12.50 - 270-89 21.38 MIRM 50 as 40,000 a) ro 30.000 20,000 10,000 0 - 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 X = 1000 Sq. Feet Gross Leasable Area X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: Ln(T) = 0.65 Ln(X) + 5.83 R 2 = 0.78 Trip Generation. 8th Edition 1500 Institute of Transportation Engineers Shopping Center (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area • a: Weekday, Peak Hour • • Street Traffic, One Hour Between 7 • 9 a.m. •' • Studies: 101 Average 1000 Sq. Feet GLA: • Directional Distribution* 61% entering, 39% exiting Average Rate Range of Rates Standard Deviation 0,10 - 9,05 138 Data Plot and z 1,600 1,500 1,400 1,300 1,200 1.100 1,000 900 800 700 600 500 400 300 200 100 0 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 X = 1000 Sq. Feet Gross Leasable Area X Actual Data Points - Fitted Curve ------ Average Rate Fitted Curve Equation: Ln(T) = 0.59 Ln(X) + 2.32 R2 = 0.52 Trip Generation, 8th Edition 1501 Institute of Transportation Engineers Shopping Center (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 412 Average 1000 Sq. Feet GLA: 379 Directional Distribution: 49% entering, 51 % exiting Trip Generation per 1000 Sq. Feet Gross Leasable Area i Average Rate Range of Rates Standard Deviation 173 O68 29.2 7 2,74 Data Plot and Equation 0 M 70 C U00 LU M-- 2 5-000 as 4.000 3M0 2.000 1,000 0 0 1000 2000 X = 1000 Sq. Feet Gross Leasable Area X Actual Data Points Fitted Curve Fitted Curve Equation: Ln(T) = 0.67 Ln(X) + 3.37 - ----- Average Rate R 2 = 0.81 3000 1 Trip Generation, 8th Edition 1502 Institute of Transportation Engineers Shopping Center (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Saturday Number of Studies: 123 Average 1000 Sq. Feet GLA: 450 Directional Distribution: 50% entering, 50% exiting Average Rate Range of Rates Standard Deviation 49.97 16,70 - 227.50 22.62 Data Plot and Equation 80,000 70,000 60,000 Cn w Q- 50.000 T 40,000 W < 30,000 z 20,000 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 X = 1000 Sq. Feet Gross Leasable Area Actuai Data Points - Fitted Curve ------ Average Rate Fitted Curve Equation: Ln(T) = 0.63 Ln(X) + 6.23 R 2 = 0.82 Trip Generation, 8th Edition 1503 Institute of Transportation Engineers Shopping Center (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Saturday, Peak Hour of Generator Number of Studies: 127 Average 1000 Sq. Feet GLA: 450 Directional Distribution: 52% entering, 48% exiting Trip Generation per 1000 Sq. Feet Gross Leasable Area Average Rate Range of Rates Standard Deviation 4.89 1.46 1832 3.10 i-onma mynmo== ii 9,000 RIM 712MMERM w CL 1-- 6,000 5.000 4,000 U00 iii 111111012 0 -t-T-, 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 X = 1000 Sq. Feet Gross Leasable Area X Actual Data Points Fitted Curve ------ Average Rate Fitted Curve Equation: Ln(T) = 0.65 Ln(X) + 3.76 R 2 = 0.83 Trip Generation, 8th Edition 1504 Institute of Transportation Engineers Shopping Center (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Sunday Number of Studies: 77 Average 1000 Sq. Feet GSA: 439 Directional Distribution: 50% entering, 50% exiting Average Rate Range of Rates Standard Deviation 2524 4.15 - 148.15 17.23 Data Plot and Equation I z 20.000 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 X = 1000 Sq. Feet Gross Leasable Area X Actual Data Points - Fitted Curve ------ Average Rate Fitted Curve Equation: T = 15.63(X) + 4214.46 R 2 = 0.52 Trip Generation, 8th Edition 1505 Institute of Transportation Engineers Shopping Center (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Sunday, Peak Hour of Generator Number of Studies: 39 Average 1000 Sq. Feet GLA: 369 Directional Distribution: 49% entering, 51 % exiting Trip Generation per 1000 Sq. Feet Gross Leasable Area Average Rate Range of Rates Standard Deviation 3.12 0,39 - 12,40 2,78 Lu 3,000 .S2 cn ro a) 2.000 z lipilitz 0 0 100 200 300 400 Soo 600 700 800 900 1000 1100 1200 1300 X = 1000 Sq, Feet Gross Leasable Area X Actual Data Points ------ Average Rate R2 = .*.* Trip Generation, 8th Edition 1506 Institute of Transportation Engineers Shopping Center - Christmas Season (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Weekday, Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. Number of Studies: 24 Average 1000 Sq. Feet GLA: 459 Directional Distribution: 50% entering, 50% exiting Average Rate Range of Rates Standard Deviation 3.76 2.16 - 10.01 2.30 Trip Generation, 8th Edition 1507 Institute of Transportation Engineers Shopping Center - Christmas Season (820) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Saturday, Peak Hour of Generator Number of Studies: 10 Average 1000Sq. Feet GLA: 526 Directional Distribution: 51 % entering, 49% exiting Trip Generation per 1000 Sq, Feet Gross Leasable Area Average Rate Range of Rates Standard Deviation 5.88 4.33 - 7,57 2,58 Data Plot and Equation 6,000 Lu 4,000 0) 3.000 32 500 600 700 X = 1000 Sq, Feet Gross Leasable Area X Actual Data Points Fitted Curve Fitted Curve Equation: T = 4.90(X) + 515.88 1.000 300 400 800 900 ------ Average Rate R 2 = 0.77 Trip Generation, 8th Edition 1508 Institute of Transportation Engineers Appendix C LOS & Synchro Analysis Output Timings 1: Dove & SH 114 SBFR 4/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 354 70 480 122 111 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 25.0% 25.0% 25% 25% 25% 25% 25% 25% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lag Lead Lag Lag Lead Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min C-Max None None None Act Effct Green (s) 22.7 23.2 45.9 18.1 18.1 Actuated g/C Ratio 0.28 0.29 0.57 0.23 0.23 v/c Ratio 0.77 0.14 0.28 0.40 0.26 Control Delay 22.2 21.8 4.5 15.9 8.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 22.2 21.8 4.5 15.9 8.2 LOS C C A B A Approach Delay 22.2 6.5 11.5 Approach LOS C A B Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 14.7 Intersection LOS: B Intersection Capacity Utilization 43.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 04 #1 4- Ob2 #1 012 #1 01 20 s 20 s I 120s 20 s #2 } 416 #2 A5 #2 } 108 #2 6 R 20 s I 120s I 120s 120s 2013 AM.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/8/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 82 398 347 204 137 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 25.0% 25.0% 25% 25% 25% 25% 25% 25% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lag Lag Lag Lead Lead Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min C-Max Min None None None None None Act Effct Green (s) 19.7 40.8 21.1 23.2 23.2 Actuated g/C Ratio 0.25 0.51 0.26 0.29 0.29 v/c Ratio 0.23 0.24 0.57 0.46 0.40 Control Delay 23.4 5.9 27.0 14.3 5.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 23.4 5.9 27.0 14.3 5.2 LOS C A C B A Approach Delay 9.2 27.0 8.3 Approach LOS A C A Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 14.4 Intersection LOS: B Intersection Capacity Utilization 43.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 04 #1 4- Ob2 #1 012 #1 01 20 s 20 s I 120s 20 s #2 } 416 #2 A5 #2 } 108 #2 6 R 20 s I 120s I 120s 120s 2013 AM.syn Synchro 8 Report Page 5 HCM 2010 TWSC 3: Dove & Kirkwood 4/8/2014 Intersection Int Delay, s/veh 4.2 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 165 271 344 76 52 91 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 - - 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 89 95 83 67 76 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 185 285 414 113 68 101 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 528 0 0 984 264 Stage 1 - - - 471 - Stage 2 - 513 - 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 1035 246 734 Stage 1 - 594 - Stage 2 - 566 - Platoon blocked, % Mov Cap-1 Maneuver 1035 202 734 Mov Cap-2 Maneuver - 202 - Stage 1 594 Stage 2 465 Approach EB WB SIB HCM Control Delay, s 3.6 0 19.2 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1035 202 734 HCM Lane V/C Ratio 0.179 0.339 0.138 HCM Control Delay (s) 9.2 31.7 10.7 HCM Lane LOS A D B HCM 95th %tile Q(veh) 0.7 1.4 0.5 2013 AM.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 4/8/2014 Intersection Intersection Delay, s/veh 17.2 Intersection LOS C Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 438 552 350 388 Demand Flow Rate, veh/h 447 564 357 396 Vehicles Circulating, veh/h 400 420 456 544 Vehicles Exiting, veh/h 540 393 391 440 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 14.5 22.6 12.6 16.8 Approach LOS B C B C Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 447 564 357 396 Cap Entry Lane, veh/h 757 742 716 656 Entry HV Adj Factor 0.980 0.980 0.981 0.980 Flow Entry, veh/h 438 552 350 388 Cap Entry, veh/h 742 727 702 643 V/C Ratio 0.590 0.760 0.498 0.604 Control Delay, s/veh 14.5 22.6 12.6 16.8 LOS B C B C 95th %tile Queue, veh 4 7 3 4 2013 AM.syn Synchro 8 Report Page 12 HCM 2010 TWSC 5: White Chapel & E Kirkwood 4/8/2014 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 53 5 206 54 4 265 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 67 25 86 60 38 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 20 240 90 11 331 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 637 285 0 0 330 0 Stage 1 285 - - - - - Stage 2 352 - - 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 441 754 1229 Stage 1 763 - - Stage 2 712 - - Platoon blocked, % Mov Cap-1 Maneuver 436 754 1229 Mov Cap-2 Maneuver 436 - - Stage 1 763 Stage 2 704 Approach WB NB SIB HCM Control Delay, s 14.1 0 0.2 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 436 754 1229 HCM Lane V/C Ratio 0.181 0.027 0.009 - HCM Control Delay (s) 15.1 9.9 8 0 HCM Lane LOS C A A A HCM 95th %tile Q(veh) 0.7 0.1 0 2013 AM.syn Synchro 8 Report Page 15 HCM 2010 TWSC 8: Dove & Verizon 4/8/2014 Intersection Int Delay, s/veh 1.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 148 436 435 0 0 18 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 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 185 545 544 0 0 22 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 544 0 0 1187 272 Stage 1 - - - 544 - Stage 2 - 643 - 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 1021 181 726 Stage 1 - 546 - Stage 2 - 485 - Platoon blocked, % Mov Cap-1 Maneuver 1021 148 726 Mov Cap-2 Maneuver - 148 - Stage 1 546 Stage 2 397 Approach EB WB SIB HCM Control Delay, s 2.4 0 10.1 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1021 726 HCM Lane V/C Ratio 0.181 0.031 HCM Control Delay (s) 9.3 0 10.1 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.7 0.1 2013 AM.syn Synchro 8 Report Page 17 Timings 1: Dove & SH 114 SBFR 4/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 180 263 840 130 113 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 30.0 20.0 20.0 30.0 20.0 20.0 20.0 Total Split (%) 22.2% 33.3% 22% 22% 33% 22% 22% 22% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lag Lead Lead Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min C-Max None None None Act Effct Green (s) 18.7 32.2 50.9 23.1 23.1 Actuated g/C Ratio 0.21 0.36 0.57 0.26 0.26 v/c Ratio 0.50 0.44 0.51 0.37 0.29 Control Delay 17.3 17.9 5.7 16.9 11.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 17.3 17.9 5.8 16.9 11.5 LOS B B A B B Approach Delay 17.3 8.4 13.6 Approach LOS B A B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 11.2 Intersection LOS: B Intersection Capacity Utilization 47.1 % ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 04 #1 4- k2 #1 0121 #1 20 s I 120s I 120s I 130s #2 #2 #2 1416 # 6 R #2 t48 20 s I 120s I 130s I 120s 2013 PM.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/8/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 53 257 527 568 158 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 30.0 30.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 22.2% 33.3% 33% 22% 22% 22% 22% 22% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lead Lead Lag Lag Lead Lag Lead Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min C-Max Min None None None None None Act Effct Green (s) 9.0 38.4 29.5 35.6 35.6 Actuated g/C Ratio 0.10 0.43 0.33 0.40 0.40 v/c Ratio 0.36 0.18 0.68 0.53 0.45 Control Delay 58.1 11.8 29.4 14.8 12.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 58.1 11.8 29.4 14.8 12.1 LOS E B C B B Approach Delay 20.5 29.4 13.1 Approach LOS C C B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 20.6 Intersection LOS: C Intersection Capacity Utilization 47.1 % ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 04 #1 4- k2 #1 0121 #1 20 s I 120s I 120s I 130s #2 #2 #2 1416 # 6 R #2 t48 20 s I 120s I 130s I 120s 2013 PM.syn Synchro 8 Report Page 5 HCM 2010 TWSC 3: Dove & Kirkwood 4/8/2014 Intersection Int Delay, s/veh 6 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 57 248 258 32 106 291 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 - - 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 89 95 83 67 76 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 64 261 311 48 139 323 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 359 0 0 594 179 Stage 1 - - - 335 - Stage 2 - 259 - 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 1196 436 833 Stage 1 - 697 - Stage 2 - 761 - Platoon blocked, % Mov Cap-1 Maneuver 1196 413 833 Mov Cap-2 Maneuver - 413 - Stage 1 697 Stage 2 720 Approach EB WB SIB HCM Control Delay, s 1.6 0 13.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1196 413 833 HCM Lane V/C Ratio 0.054 0.338 0.388 HCM Control Delay (s) 8.2 18.1 12 HCM Lane LOS A C B HCM 95th %tile Q(veh) 0.2 1.5 1.8 2013 PM.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 4/8/2014 Intersection Intersection Delay, s/veh 14.6 Intersection LOS B Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 466 458 487 191 Demand Flow Rate, veh/h 475 467 497 195 Vehicles Circulating, veh/h 236 407 451 431 Vehicles Exiting, veh/h 390 541 260 443 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 11.4 15.6 19.1 8.1 Approach LOS B C C A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 475 467 497 195 Cap Entry Lane, veh/h 892 752 720 734 Entry HV Adj Factor 0.981 0.981 0.979 0.979 Flow Entry, veh/h 466 458 487 191 Cap Entry, veh/h 875 738 705 719 V/C Ratio 0.532 0.621 0.691 0.266 Control Delay, s/veh 11.4 15.6 19.1 8.1 LOS B C C A 95th %tile Queue, veh 3 4 6 1 2013 PM.syn Synchro 8 Report Page 12 HCM 2010 TWSC 5: White Chapel & E Kirkwood 4/8/2014 Intersection Int Delay, s/veh 1.6 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 40 3 253 36 6 172 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 67 25 86 60 38 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 60 12 294 60 16 215 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 571 324 0 0 354 0 Stage 1 324 - - - - - Stage 2 247 - - 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 482 717 1205 Stage 1 733 - - Stage 2 794 - - Platoon blocked, % Mov Cap-1 Maneuver 475 717 1205 Mov Cap-2 Maneuver 475 - - Stage 1 733 Stage 2 782 Approach WB NB SIB HCM Control Delay, s 13.1 0 0.5 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 475 717 1205 HCM Lane V/C Ratio 0.126 0.017 0.013 - HCM Control Delay (s) 13.7 10.1 8 0 HCM Lane LOS B B A A HCM 95th %tile Q(veh) 0.4 0.1 0 2013 PM.syn Synchro 8 Report Page 15 HCM 2010 TWSC 8: Dove & Verizon 4/8/2014 Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 305 549 0 0 111 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 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 381 686 0 0 139 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 686 0 0 877 343 Stage 1 - - - 686 - Stage 2 - 191 - 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 904 288 653 Stage 1 - 461 - Stage 2 - 822 - Platoon blocked, % Mov Cap-1 Maneuver 904 288 653 Mov Cap-2 Maneuver - 288 - Stage 1 461 Stage 2 822 Approach EB WB SIB HCM Control Delay, s 0 0 12 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 904 653 HCM Lane V/C Ratio - 0.212 HCM Control Delay (s) 0 0 12 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0 0.8 2013 PM.syn Synchro 8 Report Page 17 Timings 1: Dove & SH 114 SBFR 4/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 88 80 236 45 95 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 25.0% 25.0% 25% 25% 25% 25% 25% 25% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lag Lead Lag Lag Lead Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min C-Max None None None Act Effct Green (s) 10.7 21.6 32.3 25.6 25.6 Actuated g/C Ratio 0.13 0.27 0.40 0.32 0.32 v/c Ratio 0.52 0.18 0.20 0.10 0.13 Control Delay 13.8 24.1 6.0 10.4 7.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 13.8 24.1 6.0 10.4 7.8 LOS B C A B A Approach Delay 13.8 10.2 8.5 Approach LOS B B A Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.52 Intersection Signal Delay: 11.1 Intersection LOS: B Intersection Capacity Utilization 26.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 04 #1 4- Ob2 #1 012 #1 01 20 s 20 s I 120s 20 s #2 } 416 #2 A5 #2 } 108 #2 6 R 20 s I 120s I 120s 120s 2013 Weekend.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/8/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 44 91 131 161 109 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 25.0% 25.0% 25% 25% 25% 25% 25% 25% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lag Lag Lag Lead Lead Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min C-Max Min None None None None None Act Effct Green (s) 8.0 47.8 39.8 16.2 16.2 Actuated g/C Ratio 0.10 0.60 0.50 0.20 0.20 v/c Ratio 0.30 0.05 0.15 0.37 0.35 Control Delay 32.5 3.6 7.9 19.2 14.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 32.5 3.6 7.9 19.2 14.7 LOS C A A B B Approach Delay 13.7 7.9 16.2 Approach LOS B A B Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.52 Intersection Signal Delay: 12.9 Intersection LOS: B Intersection Capacity Utilization 26.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 04 #1 4- Ob2 #1 012 #1 01 20 s 20 s I 120s 20 s #2 } 416 #2 A5 #2 } 108 #2 6 R 20 s I 120s I 120s 120s 2013 Weekend.syn Synchro 8 Report Page 5 HCM 2010 TWSC 3: Dove & Kirkwood 4/8/2014 Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 45 79 107 16 8 51 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 - - 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 89 95 83 67 76 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 51 83 129 24 11 57 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 153 0 0 284 76 Stage 1 - - - 141 - Stage 2 - 143 - 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 1425 683 970 Stage 1 - 871 - Stage 2 - 869 - Platoon blocked, % Mov Cap-1 Maneuver 1425 659 970 Mov Cap-2 Maneuver - 659 - Stage 1 871 Stage 2 838 Approach EB WB SIB HCM Control Delay, s 2.9 0 9.2 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1425 659 970 HCM Lane V/C Ratio 0.035 0.016 0.058 HCM Control Delay (s) 7.6 10.6 8.9 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0.1 0 0.2 2013 Weekend.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 4/8/2014 Intersection Intersection Delay, s/veh 5.2 Intersection LOS A Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 108 209 142 118 Demand Flow Rate, veh/h 110 213 144 120 Vehicles Circulating, veh/h 197 95 116 208 Vehicles Exiting, veh/h 131 165 191 100 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 5.1 5.5 5.0 5.2 Approach LOS A A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 110 213 144 120 Cap Entry Lane, veh/h 928 1028 1006 918 Entry HV Adj Factor 0.984 0.982 0.983 0.987 Flow Entry, veh/h 108 209 142 118 Cap Entry, veh/h 913 1009 989 905 V/C Ratio 0.119 0.207 0.143 0.131 Control Delay, s/veh 5.1 5.5 5.0 5.2 LOS A A A A 95th %tile Queue, veh 0 1 0 0 2013 Weekend.syn Synchro 8 Report Page 12 HCM 2010 TWSC 5: White Chapel & E Kirkwood 4/8/2014 Intersection Int Delay, s/veh 2.3 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 41 5 124 26 5 108 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 67 25 86 60 38 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 61 20 144 43 13 135 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 327 166 0 0 188 0 Stage 1 166 - - - - - Stage 2 161 - - 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 667 878 1386 Stage 1 863 - - Stage 2 868 - - Platoon blocked, % Mov Cap-1 Maneuver 660 878 1386 Mov Cap-2 Maneuver 660 - - Stage 1 863 Stage 2 859 Approach WB NB SIB HCM Control Delay, s 10.6 0 0.7 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 660 878 1386 HCM Lane V/C Ratio 0.093 0.023 0.009 - HCM Control Delay (s) 11 9.2 7.6 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.3 0.1 0 2013 Weekend.syn Synchro 8 Report Page 15 HCM 2010 TWSC 8: Dove & Verizon 4/8/2014 Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 125 215 0 0 0 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 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 156 269 0 0 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 269 0 0 347 134 Stage 1 - - - 269 - Stage 2 - 78 - 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 1292 624 890 Stage 1 - 752 - Stage 2 - 936 - Platoon blocked, % Mov Cap-1 Maneuver 1292 624 890 Mov Cap-2 Maneuver - 624 - Stage 1 752 Stage 2 936 Approach EB WB SIB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1292 HCM Lane V/C Ratio - - - HCM Control Delay (s) 0 0 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 2013 Weekend.syn Synchro 8 Report Page 17 Timings 1: Dove & SH 114 SBFR 4/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 466 92 632 161 146 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 41.0 29.0 20.0 41.0 29.0 20.0 20.0 20.0 Total Split (%) 37.3% 26.4% 18% 37% 26% 18% 18% 18% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min Max None None None Act Effct Green (s) 36.9 33.6 74.5 25.7 25.7 Actuated g/C Ratio 0.34 0.31 0.69 0.24 0.24 v/c Ratio 0.90 0.18 0.31 0.50 0.31 Control Delay 36.2 19.2 1.0 39.8 21.3 Queue Delay 0.0 0.0 0.4 0.0 0.0 Total Delay 36.2 19.2 1.4 39.8 21.3 LOS D B A D C Approach Delay 36.2 3.4 29.3 Approach LOS D A C Intersection Summary Cycle Length: 110 Actuated Cycle Length: 108.2 Natural Cycle: 90 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.90 Intersection Signal Delay: 23.6 Intersection LOS: C Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 :Ift2 #1 04 #1 1 012 #1 01 41 s I 20 s I 120s 29 s #2 1016 #2 5 # #2 -446 #2 t08 20 s 1 41 s I 129s I 120s 2020 AM Background.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/8/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 108 524 457 268 180 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 41.0 29.0 29.0 41.0 20.0 20.0 20.0 20.0 Total Split (%) 37.3% 26.4% 26% 37% 18% 18% 18% 18% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min Max Min None None None None None Act Effct Green (s) 40.1 69.1 25.0 31.1 31.1 Actuated g/C Ratio 0.37 0.64 0.23 0.29 0.29 v/c Ratio 0.20 0.25 0.86 0.61 0.51 Control Delay 16.6 2.3 50.2 39.3 14.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 16.6 2.3 50.2 39.3 14.5 LOS B A D D B Approach Delay 5.0 50.2 22.8 Approach LOS A D C Intersection Summary Cycle Length: 110 Actuated Cycle Length: 108.2 Natural Cycle: 90 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.90 Intersection Signal Delay: 25.9 Intersection LOS: C Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 :Ift2 #1 04 #1 1 012 #1 01 41 s I 20 s I 120s 29 s #2 1016 #2 5 # #2 -446 #2 t08 20 s 1 41 s I 129s I 120s 2020 AM Background.syn Synchro 8 Report Page 5 HCM 2010 TWSC 3: Dove & Kirkwood 4/8/2014 Intersection Int Delay, s/veh E Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 217 357 453 100 68 120 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 - - 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 89 95 83 67 76 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 244 376 546 149 89 133 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 695 0 0 1296 348 Stage 1 - - - 620 - Stage 2 - 676 - 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 897 154 648 Stage 1 - 499 - Stage 2 - 467 - Platoon blocked, % Mov Cap-1 Maneuver 897 112 648 Mov Cap-2 Maneuver - 112 - Stage 1 499 Stage 2 340 Approach EB WB SIB HCM Control Delay, s 4.1 0 50.8 HCM LOS F Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 897 112 648 HCM Lane V/C Ratio 0.272 0.799 0.206 HCM Control Delay (s) 10.5 108.5 12 HCM Lane LOS B F B HCM 95th %tile Q(veh) 1.1 4.6 0.8 2020 AM Background.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 4/8/2014 Intersection Intersection Delay, s/veh 60.0 Intersection LOS F Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 577 726 462 510 Demand Flow Rate, veh/h 588 741 471 521 Vehicles Circulating, veh/h 526 553 600 717 Vehicles Exiting, veh/h 712 518 514 577 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 36.9 104.5 26.0 53.6 Approach LOS E F D F Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 588 741 471 521 Cap Entry Lane, veh/h 668 650 620 552 Entry HV Adj Factor 0.981 0.980 0.980 0.979 Flow Entry, veh/h 577 726 462 510 Cap Entry, veh/h 655 637 608 540 V/C Ratio 0.881 1.140 0.760 0.944 Control Delay, s/veh 36.9 104.5 26.0 53.6 LOS E F D F 95th %tile Queue, veh 11 23 7 12 2020 AM Background.syn Synchro 8 Report Page 12 HCM 2010 TWSC 5: White Chapel & E Kirkwood 4/8/2014 Intersection Int Delay, s/veh 2.5 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 70 7 271 71 5 349 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 67 25 86 60 38 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 104 28 315 118 13 436 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 837 374 0 0 433 0 Stage 1 374 - - - - - Stage 2 463 - - 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 337 672 1127 Stage 1 696 - - Stage 2 634 - - Platoon blocked, % Mov Cap-1 Maneuver 332 672 1127 Mov Cap-2 Maneuver 332 - - Stage 1 696 Stage 2 624 Approach WB NB SIB HCM Control Delay, s 18.6 0 0.2 HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 332 672 1127 HCM Lane V/C Ratio 0.315 0.042 0.012 - HCM Control Delay (s) 20.7 10.6 8.2 0 HCM Lane LOS C B A A HCM 95th %tile Q(veh) 1.3 0.1 0 2020 AM Background.syn Synchro 8 Report Page 15 HCM 2010 TWSC 8: Dove & Verizon 4/8/2014 Intersection Int Delay, s/veh 1.7 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 195 574 572 0 0 24 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 100 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 244 718 715 0 0 30 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 715 0 0 1561 358 Stage 1 - - - 715 - Stage 2 - 846 - 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 881 103 638 Stage 1 - 446 - Stage 2 - 381 - Platoon blocked, % Mov Cap-1 Maneuver 881 74 638 Mov Cap-2 Maneuver - 74 - Stage 1 446 Stage 2 275 Approach EB WB SIB HCM Control Delay, s 2.7 0 10.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 881 638 HCM Lane V/C Ratio 0.277 0.047 HCM Control Delay (s) 10.6 0 10.9 HCM Lane LOS B A B HCM 95th %tile Q(veh) 1.1 0.1 2020 AM Background.syn Synchro 8 Report Page 17 Timings 1: Dove & SH 114 SBFR 4/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 237 346 1105 171 149 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 30.0 20.0 20.0 30.0 20.0 20.0 20.0 Total Split (%) 22.2% 33.3% 22% 22% 33% 22% 22% 22% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min C-Max None None None Act Effct Green (s) 16.0 34.5 54.5 27.5 27.5 Actuated g/C Ratio 0.18 0.38 0.61 0.31 0.31 v/c Ratio 0.71 0.54 0.62 0.41 0.33 Control Delay 24.8 23.1 4.1 27.3 22.6 Queue Delay 0.0 0.6 0.3 0.0 0.0 Total Delay 24.8 23.7 4.4 27.3 22.6 LOS C C A C C Approach Delay 24.8 8.6 24.4 Approach LOS C A C Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 90 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 15.0 Intersection LOS: B Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 4- 2 #1 04 #1 0121 #1 20 s I 120s I 120s I 130s #21416 #2 5 # 4- R #2 48 20 s I 130s I 120s 2020 PM Background.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/8/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 70 338 693 747 208 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 30.0 30.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 22.2% 33.3% 33% 22% 22% 22% 22% 22% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min C-Max Min None None None None None Act Effct Green (s) 15.6 47.8 28.2 34.2 34.2 Actuated g/C Ratio 0.17 0.53 0.31 0.38 0.38 v/c Ratio 0.27 0.19 0.93 0.72 0.62 Control Delay 29.8 4.8 45.5 31.2 24.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 29.8 4.8 45.5 31.2 24.3 LOS C A D C C Approach Delay 9.5 45.5 26.8 Approach LOS A D C Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 90 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.93 Intersection Signal Delay: 31.1 Intersection LOS: C Intersection Capacity Utilization 68.6% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 4- 2 #1 04 #1 0121 #1 20 s I 120s I 120s I 130s #21416 #2 5 # 4- R #2 48 20 s I 130s I 120s 2020 PM Background.syn Synchro 8 Report Page 5 HCM 2010 TWSC 3: Dove & Kirkwood 4/8/2014 Intersection Int Delay, s/veh 8.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 75 326 340 42 139 383 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 - - 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 89 95 83 67 76 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 84 343 410 63 183 426 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 472 0 0 781 236 Stage 1 - - - 441 - Stage 2 - 340 - 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 1086 332 766 Stage 1 - 616 - Stage 2 - 692 - Platoon blocked, % Mov Cap-1 Maneuver 1086 306 766 Mov Cap-2 Maneuver - 306 - Stage 1 616 Stage 2 638 Approach EB WB SIB HCM Control Delay, s 1.7 0 20.6 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1086 306 766 HCM Lane V/C Ratio 0.078 0.598 0.556 HCM Control Delay (s) 8.6 32.8 15.4 HCM Lane LOS A D C HCM 95th %tile Q(veh) 0.3 3.6 3.5 2020 PM Background.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 4/8/2014 Intersection Intersection Delay, s/veh 43.5 Intersection LOS E Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 614 604 642 252 Demand Flow Rate, veh/h 625 617 655 257 Vehicles Circulating, veh/h 312 536 593 568 Vehicles Exiting, veh/h 513 712 344 585 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 20.5 45.8 75.7 11.5 Approach LOS C E F B Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 625 617 655 257 Cap Entry Lane, veh/h 827 661 624 640 Entry HV Adj Factor 0.982 0.979 0.980 0.981 Flow Entry, veh/h 614 604 642 252 Cap Entry, veh/h 812 647 612 628 V/C Ratio 0.756 0.933 1.049 0.401 Control Delay, s/veh 20.5 45.8 75.7 11.5 LOS C E F B 95th %tile Queue, veh 7 13 17 2 2020 PM Background.syn Synchro 8 Report Page 12 HCM 2010 TWSC 5: White Chapel & E Kirkwood 4/8/2014 Intersection Int Delay, s/veh 2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 53 4 333 47 8 226 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 67 25 86 60 38 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 16 387 78 21 282 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 751 426 0 0 466 0 Stage 1 426 - - - - - Stage 2 325 - - 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 378 628 1095 Stage 1 659 - - Stage 2 732 - - Platoon blocked, % Mov Cap-1 Maneuver 369 628 1095 Mov Cap-2 Maneuver 369 - - Stage 1 659 Stage 2 715 Approach WB NB SIB HCM Control Delay, s 16.3 0 0.6 HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 369 628 1095 HCM Lane V/C Ratio 0.214 0.025 0.019 - HCM Control Delay (s) 17.4 10.9 8.4 0 HCM Lane LOS C B A A HCM 95th %tile Q(veh) 0.8 0.1 0.1 2020 PM Background.syn Synchro 8 Report Page 15 HCM 2010 TWSC 8: Dove & Verizon 4/8/2014 Intersection Int Delay, s/veh 1.8 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 305 722 0 0 146 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 100 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 381 902 0 0 182 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 903 0 0 1094 451 Stage 1 - - - 903 - Stage 2 - 191 - 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 749 208 556 Stage 1 - 356 - Stage 2 - 822 - Platoon blocked, % Mov Cap-1 Maneuver 749 208 556 Mov Cap-2 Maneuver - 208 - Stage 1 356 Stage 2 822 Approach EB WB SIB HCM Control Delay, s 0 0 14.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 749 556 HCM Lane V/C Ratio - 0.328 HCM Control Delay (s) 0 0 14.6 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0 1.4 2020 PM Background.syn Synchro 8 Report Page 17 Timings 1: Dove & SH 114 SBFR 4/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 116 105 311 59 125 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 25.0% 25.0% 25% 25% 25% 25% 25% 25% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min C-Max None None None Act Effct Green (s) 11.5 22.0 37.5 34.5 34.5 Actuated g/C Ratio 0.14 0.28 0.47 0.43 0.43 v/c Ratio 0.59 0.23 0.23 0.10 0.13 Control Delay 14.0 23.7 6.8 16.9 12.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 14.0 23.7 6.8 16.9 12.4 LOS B C A B B Approach Delay 14.0 10.7 13.7 Approach LOS B B B Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 12.5 Intersection LOS: B Intersection Capacity Utilization 31.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 #1 #1 #1 2 04 012 01 20 s 120s 20 s 20 s #2 #2 #2 #2 } 416 A5 6 R 1} 08 20 s I 120s I 120s I 120s 2020 Weekend Background.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/8/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 58 120 172 212 143 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (%) 25.0% 25.0% 25% 25% 25% 25% 25% 25% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min C-Max Min None None None None None Act Effct Green (s) 12.6 49.0 32.4 23.0 23.0 Actuated g/C Ratio 0.16 0.61 0.40 0.29 0.29 v/c Ratio 0.25 0.06 0.24 0.34 0.33 Control Delay 32.9 2.8 11.6 23.6 19.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 32.9 2.8 11.6 23.6 19.4 LOS C A B C B Approach Delay 13.4 11.6 20.8 Approach LOS B B C Intersection Summary Cycle Length: 80 Actuated Cycle Length: 80 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 16.3 Intersection LOS: B Intersection Capacity Utilization 31.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 #1 #1 #1 2 04 012 01 20 s 120s 20 s 20 s #2 #2 #2 #2 } 416 A5 6 R 1} 08 20 s I 120s I 120s I 120s 2020 Weekend Background.syn Synchro 8 Report Page 5 HCM 2010 TWSC 3: Dove & Kirkwood 4/8/2014 Intersection Int Delay, s/veh 2.9 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 59 104 141 21 11 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 - - 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 89 95 83 67 76 90 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 66 109 170 31 14 74 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 201 0 0 373 101 Stage 1 - - - 186 - Stage 2 - 187 - 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 1368 601 935 Stage 1 - 827 - Stage 2 - 826 - Platoon blocked, % Mov Cap-1 Maneuver 1368 572 935 Mov Cap-2 Maneuver - 572 - Stage 1 827 Stage 2 786 Approach EB WB SIB HCM Control Delay, s 2.9 0 9.6 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1368 572 935 HCM Lane V/C Ratio 0.048 0.025 0.08 HCM Control Delay (s) 7.8 11.5 9.2 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0.2 0.1 0.3 2020 Weekend Background.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 4/8/2014 Intersection Intersection Delay, s/veh 6.1 Intersection LOS A Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 143 277 186 153 Demand Flow Rate, veh/h 145 283 190 156 Vehicles Circulating, veh/h 258 126 152 276 Vehicles Exiting, veh/h 174 216 251 133 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 5.9 6.6 5.7 6.1 Approach LOS A A A A Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 145 283 190 156 Cap Entry Lane, veh/h 873 996 971 857 Entry HV Adj Factor 0.984 0.980 0.980 0.980 Flow Entry, veh/h 143 277 186 153 Cap Entry, veh/h 859 977 951 840 V/C Ratio 0.166 0.284 0.196 0.182 Control Delay, s/veh 5.9 6.6 5.7 6.1 LOS A A A A 95th %tile Queue, veh 1 1 1 1 2020 Weekend Background.syn Synchro 8 Report Page 12 HCM 2010 TWSC 5: White Chapel & E Kirkwood 4/8/2014 Intersection Int Delay, s/veh 2.5 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 54 7 163 34 7 142 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 67 25 86 60 38 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 81 28 190 57 18 178 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 432 218 0 0 246 0 Stage 1 218 - - - - - Stage 2 214 - - 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 581 822 1320 Stage 1 818 - - Stage 2 822 - - Platoon blocked, % Mov Cap-1 Maneuver 572 822 1320 Mov Cap-2 Maneuver 572 - - Stage 1 818 Stage 2 810 Approach WB NB SIB HCM Control Delay, s 11.6 0 0.7 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 572 822 1320 HCM Lane V/C Ratio 0.141 0.034 0.014 - HCM Control Delay (s) 12.3 9.5 7.8 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.5 0.1 0 2020 Weekend Background.syn Synchro 8 Report Page 15 HCM 2010 TWSC 8: Dove & Verizon 4/8/2014 Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 164 283 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 100 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 205 354 0 0 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 354 0 0 457 177 Stage 1 - - - 354 - Stage 2 - 103 - 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 1201 532 835 Stage 1 - 681 - Stage 2 - 910 - Platoon blocked, % Mov Cap-1 Maneuver 1201 532 835 Mov Cap-2 Maneuver - 532 - Stage 1 681 Stage 2 910 Approach EB WB SIB HCM Control Delay, s 0 0 0 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1201 HCM Lane V/C Ratio - - - HCM Control Delay (s) 0 0 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 2020 Weekend Background.syn Synchro 8 Report Page 17 HCM 2010 Roundabout 4: White Chapel & Dove 4/24/2014 Intersection Intersection Delay, s/veh 27.2 Intersection LOS D Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 577 726 462 510 Demand Flow Rate, veh/h 588 741 471 521 Vehicles Circulating, veh/h 526 553 600 717 Vehicles Exiting, veh/h 529 402 448 464 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 24.0 46.0 14.0 15.9 Approach LOS C E B C Lane Left Bypass Left Bypass Left Bypass Left Bypass Designated Moves LT R LT R LT R LT R Assumed Moves LT R LT R LT R LT R RT Channelized Yield Yield Yield Yield Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 522 66 628 113 355 116 338 183 Cap Entry Lane, veh/h 668 722 650 710 620 756 552 666 Entry HV Adj Factor 0.980 0.980 0.980 0.980 0.980 0.980 0.979 0.980 Flow Entry, veh/h 512 65 615 111 348 114 331 179 Cap Entry, veh/h 655 708 637 697 608 741 540 653 V/C Ratio 0.782 0.092 0.966 0.159 0.572 0.154 0.613 0.274 Control Delay, s/veh 26.2 6.1 53.0 6.9 16.4 6.5 19.7 9.0 LOS D A F A C A C A 95th %tile Queue, veh 8 0 14 1 4 1 4 1 2020 AM Background with Bypass Lanes.syn Synchro 8 Report Page 1 HCM 2010 Roundabout 4: White Chapel & Dove 4/24/2014 Intersection Intersection Delay, s/veh 18.6 Intersection LOS C Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 614 604 642 252 Demand Flow Rate, veh/h 625 617 655 257 Vehicles Circulating, veh/h 312 536 593 568 Vehicles Exiting, veh/h 438 518 274 498 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 15.1 25.2 19.8 8.5 Approach LOS C D C A Lane Left Bypass Left Bypass Left Bypass Left Bypass Designated Moves LT R LT R LT R LT R Assumed Moves LT R LT R LT R LT R RT Channelized Yield Yield Yield Yield Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 555 70 530 87 461 194 182 75 Cap Entry Lane, veh/h 827 859 661 687 624 673 640 729 Entry HV Adj Factor 0.981 0.980 0.980 0.980 0.980 0.980 0.979 0.980 Flow Entry, veh/h 545 69 519 85 452 190 178 74 Cap Entry, veh/h 812 842 648 673 612 660 627 715 V/C Ratio 0.671 0.082 0.802 0.126 0.738 0.288 0.284 0.104 Control Delay, s/veh 16.3 5.1 28.2 6.7 24.3 9.1 9.4 6.1 LOS C A D A C A A A 95th %tile Queue, veh 5 0 8 0 6 1 1 0 2020 PM Background with Bypass Lanes.syn Synchro 8 Report Page 1 HCM 2010 Roundabout 4: White Chapel & Dove 4/24/2014 Intersection Intersection Delay, s/veh 5.5 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 143 277 186 153 Demand Flow Rate, veh/h 145 283 190 156 Vehicles Circulating, veh/h 258 126 152 276 Vehicles Exiting, veh/h 146 137 236 109 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 5.5 6.1 4.7 5.5 Approach LOS A A A A Lane Left Bypass Left Bypass Left Bypass Left Bypass Designated Moves LT R LT R LT R LT R Assumed Moves LT R LT R LT R LT R RT Channelized Yield Yield Yield Yield Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 130 15 259 24 111 79 128 28 Cap Entry Lane, veh/h 873 892 996 1013 971 985 857 976 Entry HV Adj Factor 0.983 0.980 0.979 0.980 0.983 0.980 0.984 0.980 Flow Entry, veh/h 128 15 253 24 109 77 126 27 Cap Entry, veh/h 858 875 975 993 954 966 843 957 V/C Ratio 0.149 0.017 0.260 0.024 0.114 0.080 0.149 0.028 Control Delay, s/veh 5.7 4.3 6.3 3.8 4.8 4.4 5.8 4.0 LOS A A A A A A A A 95th %tile Queue, veh 1 0 1 0 0 0 1 0 2020 Weekend Background with Bypass Lanes.syn Synchro 8 Report Page 1 Timings 1: Dove & SH 114 SBFR 4/24/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 532 112 676 188 146 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 57.0 40.0 20.0 57.0 42.0 21.0 23.0 20.0 Total Split (%) 40.7% 28.6% 14% 41% 30% 15% 16% 14% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min C-Max None None None Act Effct Green (s) 53.0 44.6 101.6 30.4 30.4 Actuated g/C Ratio 0.38 0.32 0.73 0.22 0.22 v/c Ratio 0.91 0.21 0.32 0.64 0.34 Control Delay 44.8 25.5 1.8 57.1 30.5 Queue Delay 0.0 0.0 0.8 0.0 0.0 Total Delay 44.8 25.5 2.6 57.1 30.5 LOS D C A E C Approach Delay 44.8 5.5 43.0 Approach LOS D A D Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 100 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 30.9 Intersection LOS: C Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 2 #1 04 #1 012 140s #1 01 57s 20s I 123s #21416 157s #�5 #4- R #2 48 20s I 142s 1 21 s 2020 AM Total.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/24/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 108 617 507 283 198 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 57.0 42.0 40.0 57.0 20.0 21.0 23.0 20.0 Total Split (%) 40.7% 30.0% 29% 41% 14% 15% 16% 14% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min C-Max Min None None None None None Act Effct Green (s) 55.3 97.5 38.1 34.5 34.5 Actuated g/C Ratio 0.40 0.70 0.27 0.25 0.25 v/c Ratio 0.19 0.27 0.81 0.76 0.64 Control Delay 19.9 1.9 53.8 61.5 31.8 Queue Delay 0.0 0.5 0.0 0.0 0.0 Total Delay 19.9 2.4 53.8 61.5 31.8 LOS B A D E C Approach Delay 5.3 53.8 41.8 Approach LOS A D D Intersection Summary Cycle Length: 140 Actuated Cycle Length: 140 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 100 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 33.8 Intersection LOS: C Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 2 #1 04 #1 012 140s #1 01 57s 20s I 123s #21416 157s #�5 #4- R #2 48 20s I 142s 1 21 s 2020 AM Total.syn Synchro 8 Report Page 5 HCM Unsignalized Intersection Capacity Analysis 3: Dove & Kirkwood II 4/24/2014 --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r t Volume (veh/h) 217 383 42 65 499 104 27 16 50 69 12 120 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.89 0.95 0.80 0.80 0.83 0.67 0.80 0.80 0.80 0.76 0.80 0.90 Hourly flow rate (vph) 244 403 52 81 601 155 34 20 62 91 15 133 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 1050 pX, platoon unblocked vC, conflicting volume 756 456 1495 1810 202 1603 1785 378 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 756 456 1495 1810 202 1603 1785 378 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 71 93 14 61 92 0 72 78 cM capacity (veh/h) 850 1101 39 51 806 34 53 620 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 244 202 202 52 81 401 356 34 13 69 98 141 Volume Left 244 0 0 0 81 0 0 34 0 0 91 0 Volume Right 0 0 0 52 0 0 155 0 0 62 0 133 cSH 850 1700 1700 1700 1101 1700 1700 39 51 334 35 396 Volume to Capacity 0.29 0.12 0.12 0.03 0.07 0.24 0.21 0.86 0.26 0.21 2.80 0.36 Queue Length 95th (ft) 30 0 0 0 6 0 0 81 22 19 280 39 Control Delay (s) 10.9 0.0 0.0 0.0 8.5 0.0 0.0 258.3 97.8 18.6 1052.8 19.0 Lane LOS B A F F C F C Approach Delay (s) 3.8 0.8 97.3 444.0 Approach LOS F F Intersection Summary Average Delay 63.8 Intersection Capacity Utilization 52.0% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 9 HCM 2010 TWSC 3: Dove & Kirkwood 4/24/2014 Intersection Int Delay, s/veh Movement 53.1 EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol, veh/h 217 383 42 65 499 104 27 16 50 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop RT Channelized - None - None - None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 89 95 80 80 83 67 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 244 403 52 81 601 155 34 20 62 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 756 0 0 403 0 0 1362 1810 202 Stage 1 - - - - - - 891 891 - Stage 2 - - 471 919 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 Pot Cap-1 Maneuver 851 1152 107 78 805 Stage 1 - - 304 359 - Stage 2 - - 542 348 - Platoon blocked, % Mov Cap-1 Maneuver 851 1152 50 52 805 Mov Cap-2 Maneuver - - 50 52 - Stage 1 217 256 Stage 2 379 324 Approach EB WB NB HCM Control Delay, s 3.8 0.8 71.2 HCM LOS F Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 50 52 269 851 1152 40 409 HCM Lane V/C Ratio 0.675 0.192 0.27 0.287 0.071 2.457 0.344 HCM Control Delay (s) 168.9 90 23.2 10.9 8.4 $ 877.9 18.4 HCM Lane LOS F F C B A F C HCM 95th %tile Q(veh) 2.7 0.6 1.1 1.2 0.2 10.7 1.5 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2020 AM Total.syn Synchro 8 Report Page 10 HCM 2010 TWSC 3: Dove & Kirkwood 4/24/2014 Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow SBL SBT SBR 69 12 120 0 0 0 Stop Stop Stop None 0 0 76 80 90 2 2 2 91 15 133 Major/Minor Minor2 Conflicting Flow All 1540 1732 378 Stage 1 841 841 - Stage 2 699 891 - Critical Hdwy 7.54 6.54 6.94 Critical Hdwy Stg 1 6.54 5.54 - Critical Hdwy Stg 2 6.54 5.54 - Follow-up Hdwy 3.52 4.02 3.32 Pot Cap-1 Maneuver — 79 87 620 Stage 1 326 379 - Stage 2 397 359 - Platoon blocked, % Mov Cap-1 Maneuver — 39 58 620 Mov Cap-2 Maneuver — 39 58 - Stage 1 233 352 Stage 2 241 256 Approach SIB HCM Control Delay, s $ 371.7 HCM LOS F Minor Lane/Major Mvmt 2020 AM Total.syn Synchro 8 Report Page 11 HCM 2010 Roundabout 4: White Chapel & Dove 4/24/2014 Intersection Intersection Delay, s/veh 98.6 Intersection LOS F Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 672 773 496 547 Demand Flow Rate, veh/h 685 788 505 558 Vehicles Circulating, veh/h 532 616 661 794 Vehicles Exiting, veh/h 820 550 556 610 Follow -Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 68.9 164.8 38.4 96.0 Approach LOS F F E F Lane Left Left Left Left Designated Moves LTR LTR LTR LTR Assumed Moves LTR LTR LTR LTR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Critical Headway, s 5.193 5.193 5.193 5.193 Entry Flow, veh/h 685 788 505 558 Cap Entry Lane, veh/h 664 610 583 511 Entry HV Adj Factor 0.981 0.980 0.982 0.980 Flow Entry, veh/h 672 773 496 547 Cap Entry, veh/h 651 598 573 501 V/C Ratio 1.032 1.291 0.866 1.092 Control Delay, s/veh 68.9 164.8 38.4 96.0 LOS F F E F 95th %tile Queue, veh 17 31 10 18 2020 AM Total.syn Synchro 8 Report Page 13 HCM Unsignalized Intersection Capacity Analysis 5: White Chapel & E Kirkwood II 4/24/2014 t i Movement WBL WBR NBT NBR SBL SBT Lane Configurations r Volume (veh/h) 70 19 286 71 16 369 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.67 0.25 0.86 0.60 0.38 0.80 Hourly flow rate (vph) 104 76 333 118 42 461 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 937 392 451 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 937 392 451 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 63 88 96 cM capacity (veh/h) 283 657 1110 Direction, Lane # WB 1 WB 2 NB 1 SB 1 Volume Total 104 76 451 503 Volume Left 104 0 0 42 Volume Right 0 76 118 0 cSH 283 657 1700 1110 Volume to Capacity 0.37 0.12 0.27 0.04 Queue Length 95th (ft) 41 10 0 3 Control Delay (s) 25.0 11.2 0.0 1.1 Lane LOS D B A Approach Delay (s) 19.2 0.0 1.1 Approach LOS C Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 43.0% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 15 HCM 2010 TWSC 5: White Chapel & E Kirkwood 4/24/2014 Intersection Int Delay, s/veh 3.4 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 70 19 286 71 16 369 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 67 25 86 60 38 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 104 76 333 118 42 461 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 937 392 0 0 451 0 Stage 1 392 - - - - - Stage 2 545 - - 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 294 657 1109 Stage 1 683 - - Stage 2 581 - - Platoon blocked, % Mov Cap-1 Maneuver 279 657 1109 Mov Cap-2 Maneuver 279 - - Stage 1 683 Stage 2 551 Approach WB NB SIB HCM Control Delay, s 19.4 0 0.7 HCM LOS C Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 279 657 1109 HCM Lane V/C Ratio 0.374 0.116 0.038 - HCM Control Delay (s) 25.4 11.2 8.4 0 HCM Lane LOS D B A A HCM 95th %tile Q(veh) 1.7 0.4 0.1 2020 AM Total.syn Synchro 8 Report Page 16 HCM Unsignalized Intersection Capacity Analysis 6: SH 114 NBFR & Drive 2 4/24/2014 i Movement WBL WBR NBT NBR SBL SBT Lane Configurations r ttM Volume (veh/h) 0 23 732 16 0 0 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 0 29 915 20 0 0 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 925 239 935 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 925 239 935 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 96 100 cM capacity (veh/h) 268 762 728 Direction, Lane # WB 1 NB 1 NB 2 NB 3 NB 4 Volume Total 29 261 261 261 151 Volume Left 0 0 0 0 0 Volume Right 29 0 0 0 20 cSH 762 1700 1700 1700 1700 Volume to Capacity 0.04 0.15 0.15 0.15 0.09 Queue Length 95th (ft) 3 0 0 0 0 Control Delay (s) 9.9 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.9 0.0 Approach LOS A Intersection Summary Average Delay 0.3 Intersection Capacity Utilization 20.9% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 17 HCM Unsignalized Intersection Capacity Analysis 7: SH 114 NBFR & Drive 1 4/24/2014 i Movement WBL WBR NBT NBR SBL SBT Lane Configurations r ttM Volume (veh/h) 0 36 713 28 0 0 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 0 45 891 35 0 0 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 909 240 926 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 909 240 926 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 94 100 cM capacity (veh/h) 275 761 734 Direction, Lane # WB 1 NB 1 NB 2 NB 3 NB 4 Volume Total 45 255 255 255 162 Volume Left 0 0 0 0 0 Volume Right 45 0 0 0 35 cSH 761 1700 1700 1700 1700 Volume to Capacity 0.06 0.15 0.15 0.15 0.10 Queue Length 95th (ft) 5 0 0 0 0 Control Delay (s) 10.0 0.0 0.0 0.0 0.0 Lane LOS B Approach Delay (s) 10.0 0.0 Approach LOS B Intersection Summary Average Delay 0.5 Intersection Capacity Utilization 20.8% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 19 HCM Unsignalized Intersection Capacity Analysis 8: Drive 3Nerizon & Dove II 4/24/2014 --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations 0 t Vii r Volume (veh/h) 195 635 35 23 622 0 9 0 18 0 0 24 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 244 794 44 29 778 0 11 0 22 0 0 30 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 300 pX, platoon unblocked 0.94 0.94 0.94 0.94 0.94 0.94 vC, conflicting volume 778 838 1779 2138 419 1742 2160 389 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 778 711 1708 2088 267 1668 2111 389 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 71 97 72 100 97 100 100 95 cM capacity (veh/h) 835 835 40 34 690 43 33 610 Direction, Lane # EB 1 EB 2 EB 3 WB 1 WB 2 WB 3 NB 1 SB 1 SB 2 Volume Total 244 529 308 29 518 259 34 0 30 Volume Left 244 0 0 29 0 0 11 0 0 Volume Right 0 0 44 0 0 0 22 0 30 cSH 835 1700 1700 835 1700 1700 107 1700 610 Volume to Capacity 0.29 0.31 0.18 0.03 0.30 0.15 0.31 0.00 0.05 Queue Length 95th (ft) 30 0 0 3 0 0 30 0 4 Control Delay (s) 11.1 0.0 0.0 9.5 0.0 0.0 53.3 0.0 11.2 Lane LOS B A F A B Approach Delay (s) 2.5 0.3 53.3 11.2 Approach LOS F B Intersection Summary Average Delay 2.6 Intersection Capacity Utilization Err% ICU Level of Service H Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 21 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 4/24/2014 Intersection Int Delay, s/veh Movement 2.7 EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol, veh/h 195 635 35 23 622 0 9 0 18 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop RT Channelized - None - None - None Storage Length 100 150 0 Veh in Median Storage, # - 0 - 0 - 0 Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 80 80 80 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 244 794 44 29 778 0 11 0 22 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 778 0 0 838 0 0 1749 2138 419 Stage 1 - - - - - - 1303 1303 - Stage 2 - - 446 835 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 Pot Cap-1 Maneuver 834 792 55 48 583 Stage 1 - - 170 229 - Stage 2 - - 561 381 - Platoon blocked, % Mov Cap-1 Maneuver 834 792 39 33 583 Mov Cap-2 Maneuver - - 39 33 - Stage 1 120 162 Stage 2 514 367 Approach EB WB NB HCM Control Delay, s 2.5 0.3 56.1 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 103 834 792 610 HCM Lane V/C Ratio 0.328 0.292 0.036 0.049 HCM Control Delay (s) 56.1 11.1 9.7 0 11.2 HCM Lane LOS F B A A B HCM 95th %tile Q(veh) 1.3 1.2 0.1 0.2 2020 AM Total.syn Synchro 8 Report Page 22 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 4/24/2014 Intersection Int Delay, s/veh Movement SBL SBT SBR Vol, veh/h 0 0 24 Conflicting Peds, #/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - None Storage Length 0 0 Veh in Median Storage, # - 0 - Grade, % - 0 - Peak Hour Factor 80 80 80 Heavy Vehicles, % 2 2 2 Mvmt Flow 0 0 30 Major/Minor Minor2 Conflicting Flow All 1719 2160 389 Stage 1 835 835 - Stage 2 884 1325 - Critical Hdwy 7.54 6.54 6.94 Critical Hdwy Stg 1 6.54 5.54 - Critical Hdwy Stg 2 6.54 5.54 - Follow-up Hdwy 3.52 4.02 3.32 Pot Cap-1 Maneuver 58 47 610 Stage 1 328 381 - Stage 2 307 223 - Platoon blocked, % Mov Cap-1 Maneuver 42 32 610 Mov Cap-2 Maneuver 42 32 - Stage 1 232 367 Stage 2 209 158 Approach SIB HCM Control Delay, s 11.2 HCM LOS B Minor Lane/Major Mvmt 2020 AM Total.syn Synchro 8 Report Page 23 HCM Unsignalized Intersection Capacity Analysis 9: Drive 4 & Dove 4/24/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations +I+ tt Volume (veh/h) 642 12 0 645 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 802 15 0 806 0 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 645 pX, platoon unblocked 0.97 0.97 0.97 vC, conflicting volume 802 1213 409 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 732 1156 326 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 841 184 649 Direction, Lane # EB 1 EB 2 WB 1 WB 2 Volume Total 535 282 403 403 Volume Left 0 0 0 0 Volume Right 0 15 0 0 cSH 1700 1700 1700 1700 Volume to Capacity 0.31 0.17 0.24 0.24 Queue Length 95th (ft) 0 0 0 0 Control Delay (s) 0.0 0.0 0.0 0.0 Lane LOS Approach Delay (s) 0.0 0.0 Approach LOS Intersection Summary Average Delay 0.0 Intersection Capacity Utilization 21.5% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 24 HCM Unsignalized Intersection Capacity Analysis 10: Drive 5 4/24/2014 I Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y tt tt r Volume (veh/h) 36 0 0 58 69 49 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 45 0 0 72 86 61 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Raised None Median storage veh) 1 Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 122 43 148 vC1, stage 1 conf vol 86 vC2, stage 2 conf vol 36 vCu, unblocked vol 122 43 148 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) 5.8 tF (s) 3.5 3.3 2.2 p0 queue free % 95 100 100 cM capacity (veh/h) 824 1018 1432 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 45 0 36 36 43 43 61 Volume Left 45 0 0 0 0 0 0 Volume Right 0 0 0 0 0 0 61 cSH 824 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.05 0.00 0.02 0.02 0.03 0.03 0.04 Queue Length 95th (ft) 4 0 0 0 0 0 0 Control Delay (s) 9.6 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 9.6 0.0 0.0 Approach LOS A Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 26 HCM 2010 TWSC 10: Drive 5 4/24/2014 Intersection Int Delay, s/veh 1.6 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 36 0 0 58 69 49 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 - 150 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 45 0 0 72 86 61 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 122 43 86 0 0 Stage 1 86 - - - - Stage 2 36 - - 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 860 1018 1508 Stage 1 927 - - Stage 2 982 - - Platoon blocked, % Mov Cap-1 Maneuver 860 1018 1508 Mov Cap-2 Maneuver 824 - - Stage 1 927 Stage 2 982 Approach EB NB SIB HCM Control Delay, s 9.6 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1508 824 HCM Lane V/C Ratio - 0.055 HCM Control Delay (s) 0 9.6 HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0.2 2020 AM Total.syn Synchro 8 Report Page 27 HCM Unsignalized Intersection Capacity Analysis 11: Drive 6 4/24/2014 t Movement EBL EBR NBL NBT SBT SBR Lane Configurations Y tt tt r Volume (veh/h) 58 0 0 0 0 69 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 72 0 0 0 0 86 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 0 0 86 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 0 0 86 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 93 100 100 cM capacity (veh/h) 1023 1084 1508 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 72 0 0 0 0 0 86 Volume Left 72 0 0 0 0 0 0 Volume Right 0 0 0 0 0 0 86 cSH 1023 1700 1700 1700 1700 1700 1700 Volume to Capacity 0.07 0.00 0.00 0.00 0.00 0.00 0.05 Queue Length 95th (ft) 6 0 0 0 0 0 0 Control Delay (s) 8.8 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS A Approach Delay (s) 8.8 0.0 0.0 Approach LOS A Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 7.6% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 28 HCM 2010 TWSC 11: Drive 6 4/24/2014 Intersection Int Delay, s/veh 0 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 58 0 0 0 0 69 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 - 150 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 72 0 0 0 0 86 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 0 0 0 0 0 Stage 1 0 - - - - Stage 2 0 - - 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 - - - Stage 1 Stage 2 Platoon blocked, % Mov Cap-1 Maneuver Mov Cap-2 Maneuver Stage 1 Stage 2 Approach EB NB SIB HCM Control Delay, s 0 0 HCM LOS Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) HCM Lane V/C Ratio - HCM Control Delay (s) 0 HCM Lane LOS A HCM 95th %tile Q(veh 2020 AM Total.syn Synchro 8 Report Page 29 HCM Unsignalized Intersection Capacity Analysis 13: Drive 8 & Dove 4/24/2014 Movement EBT EBR WBL WBT NBL NBR Lane Configurations '+ Vii r Volume (veh/h) 543 9 1 660 27 8 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 679 11 1 825 34 10 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 690 1512 684 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 690 1512 684 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 74 98 cM capacity (veh/h) 905 132 448 Direction, Lane # EB 1 WB 1 NB 1 NB 2 Volume Total 690 826 34 10 Volume Left 0 1 34 0 Volume Right 11 0 0 10 cSH 1700 905 132 448 Volume to Capacity 0.41 0.00 0.26 0.02 Queue Length 95th (ft) 0 0 24 2 Control Delay (s) 0.0 0.0 41.4 13.2 Lane LOS A E B Approach Delay (s) 0.0 0.0 35.0 Approach LOS D Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 45.5% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 30 HCM 2010 TWSC 13: Drive 8 & Dove 4/24/2014 Intersection Int Delay, s/veh Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 543 9 1 660 27 8 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 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 679 11 1 825 34 10 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 690 0 1512 684 Stage 1 - - - - 684 - Stage 2 - 828 - 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 905 132 449 Stage 1 - 501 - Stage 2 - 429 - Platoon blocked, % Mov Cap-1 Maneuver 905 132 449 Mov Cap-2 Maneuver - 132 - Stage 1 501 Stage 2 428 Approach EB WB NB HCM Control Delay, s 0 0 35 HCM LOS E Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 132 449 905 HCM Lane V/C Ratio 0.256 0.022 0.001 - HCM Control Delay (s) 41.4 13.2 9 0 HCM Lane LOS E B A A HCM 95th %tile Q(veh) 1 0.1 0 2020 AM Total.syn Synchro 8 Report Page 31 HCM Unsignalized Intersection Capacity Analysis 14: White Chapel & Drive 9 II 4/24/2014 t t Movement EBL EBR NBL NBT SBT SBR Lane Configurations r Volume (veh/h) 2 4 1 370 387 2 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 2 5 1 462 484 2 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 950 485 486 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 950 485 486 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 99 99 100 cM capacity (veh/h) 288 582 1077 Direction, Lane # EB 1 EB 2 NB 1 SB 1 Volume Total 2 5 464 486 Volume Left 2 0 1 0 Volume Right 0 5 0 2 cSH 288 582 1077 1700 Volume to Capacity 0.01 0.01 0.00 0.29 Queue Length 95th (ft) 1 1 0 0 Control Delay (s) 17.6 11.2 0.0 0.0 Lane LOS C B A Approach Delay (s) 13.4 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 30.5% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 32 HCM 2010 TWSC 14: White Chapel & Drive 9 4/24/2014 Intersection Int Delay, s/veh M Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 2 4 1 370 387 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 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 - Peak Hour Factor 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 2 5 1 462 484 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 950 485 486 0 0 Stage 1 485 - - - - Stage 2 465 - - 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 289 582 1077 Stage 1 619 - - Stage 2 632 - - Platoon blocked, % Mov Cap-1 Maneuver 289 582 1077 Mov Cap-2 Maneuver 289 - - Stage 1 619 Stage 2 631 Approach EB NB SIB HCM Control Delay, s 13.3 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1077 289 582 HCM Lane V/C Ratio 0.001 0.009 0.009 HCM Control Delay (s) 8.3 0 17.6 11.2 HCM Lane LOS A A C B HCM 95th %tile Q(veh) 0 0 0 2020 AM Total.syn Synchro 8 Report Page 33 HCM Unsignalized Intersection Capacity Analysis 15: White Chapel & Drive 10 II 4/24/2014 t t Movement EBL EBR NBL NBT SBT SBR Lane Configurations r Volume (veh/h) 1 2 1 304 383 1 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.80 0.80 0.80 0.80 0.80 0.80 Hourly flow rate (vph) 1 2 1 380 479 1 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 862 479 480 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 862 479 480 tC, single (s) 6.4 6.2 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 100 100 cM capacity (veh/h) 325 586 1082 Direction, Lane # EB 1 EB 2 NB 1 SB 1 Volume Total 1 2 381 480 Volume Left 1 0 1 0 Volume Right 0 2 0 1 cSH 325 586 1082 1700 Volume to Capacity 0.00 0.00 0.00 0.28 Queue Length 95th (ft) 0 0 0 0 Control Delay (s) 16.1 11.2 0.0 0.0 Lane LOS C B A Approach Delay (s) 12.8 0.0 0.0 Approach LOS B Intersection Summary Average Delay 0.1 Intersection Capacity Utilization 30.2% ICU Level of Service A Analysis Period (min) 15 2020 AM Total.syn Synchro 8 Report Page 34 HCM 2010 TWSC 15: White Chapel & Drive 10 4/24/2014 Intersection Int Delay, s/veh M Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 1 2 1 304 383 1 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 80 80 80 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 2 1 380 479 1 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 862 479 480 0 0 Stage 1 479 - - - - Stage 2 383 - - 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 325 587 1082 Stage 1 623 - - Stage 2 689 - - Platoon blocked, % Mov Cap-1 Maneuver 325 587 1082 Mov Cap-2 Maneuver 325 - - Stage 1 623 Stage 2 688 Approach EB NB SIB HCM Control Delay, s 12.8 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1082 325 587 HCM Lane V/C Ratio 0.001 0.004 0.004 HCM Control Delay (s) 8.3 0 16.1 11.2 HCM Lane LOS A A C B HCM 95th %tile Q(veh) 0 0 0 2020 AM Total.syn Synchro 8 Report Page 35 Timings 1: Dove & SH 114 SBFR 4/24/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o4 o5 o6 o8 o12 o16 Lane Configurations +I+ tt t Volume (vph) 319 384 1319 247 149 Turn Type NA Prot NA Perm NA Protected Phases 2 1 12 4 12 4 5 6 8 12 16 Permitted Phases 4 12 Detector Phase 2 1 12 4 12 4 12 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 24.0 55.0 20.0 24.0 51.0 25.0 21.0 20.0 Total Split (%) 20.0% 45.8% 17% 20% 43% 21% 18% 17% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lead Lag Lag Lag Lead Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Min None Min C-Max None None None Act Effct Green (s) 20.0 56.1 80.1 31.9 31.9 Actuated g/C Ratio 0.17 0.47 0.67 0.27 0.27 v/c Ratio 0.99 0.49 0.67 0.68 0.38 Control Delay 72.3 22.2 4.0 47.0 32.6 Queue Delay 0.0 2.2 1.3 0.0 0.0 Total Delay 72.3 24.4 5.3 47.0 32.6 LOS E C A D C Approach Delay 72.3 9.2 39.6 Approach LOS E A D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 90 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 27.8 Intersection LOS: C Intersection Capacity Utilization 80.3% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR #1 4- 2 #1 04 #1 012 #1 01 24 s 120s 1 21 s I 155s #2 1016 #A5 #--*46 R #2 I08 20 s I 24 s 1 51 s I 125s 2020 PM Total.syn Synchro 8 Report Page 1 Timings 2: SH 114 NBFR & Dove 4/24/2014 Lane Group EBL EBT WBT NBL NBT 01 o2 o4 o8 o12 o16 Lane Configurations tt Volume (vph) 70 495 895 797 270 Turn Type Prot NA NA Perm NA Protected Phases 5 5 6 6 8 16 1 2 4 8 12 16 Permitted Phases 8 16 Detector Phase 5 5 6 6 8 16 8 16 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 20.0 20.0 20.0 Total Split (s) 24.0 51.0 55.0 24.0 20.0 25.0 21.0 20.0 Total Split (%) 20.0% 42.5% 46% 20% 17% 21% 18% 17% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 4.0 4.0 Lead/Lag Lag Lead Lag Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Min C-Max Min None None None None None Act Effct Green (s) 20.8 71.8 47.0 40.2 40.2 Actuated g/C Ratio 0.17 0.60 0.39 0.34 0.34 v/c Ratio 0.27 0.25 0.94 0.87 0.81 Control Delay 39.5 3.7 48.1 55.2 42.5 Queue Delay 0.0 0.0 2.4 0.0 0.0 Total Delay 39.5 3.7 50.5 55.2 42.5 LOS D A D E D Approach Delay 8.6 50.5 46.9 Approach LOS A D D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Green, Master Intersection Natural Cycle: 90 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.99 Intersection Signal Delay: 41.1 Intersection LOS: D Intersection Capacity Utilization 80.3% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove #1 4- 2 #1 04 #1 012 #1 01 24 s 120s 1 21 s I 155s #2 1016 #A5 #--*46 R #2 I08 20 s I 24 s 1 51 s I 125s 2020 PM Total.syn Synchro 8 Report Page 5 HCM Unsignalized Intersection Capacity Analysis 3: Dove & Kirkwood II 4/24/2014 --1. .4--- t i Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations tt r t Volume (veh/h) 75 413 58 157 388 42 186 19 136 147 87 383 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.89 0.95 0.80 0.80 0.83 0.67 0.80 0.80 0.80 0.76 0.80 0.90 Hourly flow rate (vph) 84 435 72 196 467 63 232 24 170 193 109 426 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 1050 pX, platoon unblocked vC, conflicting volume 530 507 1709 1526 217 1459 1567 265 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 530 507 1709 1526 217 1459 1567 265 tC, single (s) 4.1 4.1 7.5 6.5 6.9 7.5 6.5 6.9 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 92 81 0 73 78 0 0 42 cM capacity (veh/h) 1033 1054 0 87 787 46 82 733 Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 NB 2 NB 3 SB 1 SB 2 Volume Total 84 217 217 72 196 312 219 232 16 178 248 480 Volume Left 84 0 0 0 196 0 0 232 0 0 193 0 Volume Right 0 0 0 72 0 0 63 0 0 170 0 426 cSH 1033 1700 1700 1700 1054 1700 1700 0 87 580 50 387 Volume to Capacity 0.08 0.13 0.13 0.04 0.19 0.18 0.13 Err 0.18 0.31 4.91 1.24 Queue Length 95th (ft) 7 0 0 0 17 0 0 Err 16 32 Err 512 Control Delay (s) 8.8 0.0 0.0 0.0 9.2 0.0 0.0 Err 55.2 13.9 Err 158.9 Lane LOS A A F F B F F Approach Delay (s) 1.3 2.5 Err 3509.5 Approach LOS F F Intersection Summary Average Delay Err Intersection Capacity Utilization 62.8% ICU Level of Service B Analysis Period (min) 15 2020 PM Total.syn Synchro 8 Report Page 9 HCM 2010 TWSC 3: Dove & Kirkwood 4/24/2014 Intersection Int Delay, s/veh Movement 160.9 EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol, veh/h 75 413 58 157 388 42 186 19 136 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop RT Channelized - None - None - None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 Grade, % - 0 - - 0 - - 0 - Peak Hour Factor 89 95 80 80 83 67 80 80 80 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 84 435 72 196 467 63 232 24 170 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 530 0 0 435 0 0 1284 1526 217 Stage 1 - - - - - - 603 603 - Stage 2 - - 681 923 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 Pot Cap-1 Maneuver 1033 1121 — 122 117 787 Stage 1 - - 453 487 - Stage 2 - - 407 347 - Platoon blocked, % Mov Cap-1 Maneuver 1033 1121 - 89 787 Mov Cap-2 Maneuver - - - 89 - Stage 1 416 447 Stage 2 —89 286 Approach EB WB NB HCM Control Delay, s 1.3 2.4 HCM LOS Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 89 520 1033 1121 67 410 HCM Lane V/C Ratio 0.133 0.35 0.082 0.175 3.698 1.171 HCM Control Delay (s) 51.6 15.6 8.8 8.9 $ 1342.7 130.2 HCM Lane LOS F C A A F F HCM 95th %tile Q(veh) 0.4 1.6 0.3 0.6 26.2 18.5 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2020 PM Total.syn Synchro 8 Report Page 10 HCM 2010 TWSC 3: Dove & Kirkwood 4/24/2014 Intersection Int Delay, s/veh Movement Vol, veh/h Conflicting Peds, #/hr Sign Control RT Channelized Storage Length Veh in Median Storage, # Grade, % Peak Hour Factor Heavy Vehicles, % Mvmt Flow SBL SBT SBR 147 87 383 0 0 0 Stop Stop Stop None 0 0 76 80 90 2 2 2 193 109 426 Major/Minor Minor2 Conflicting Flow All 1289 1494 265 Stage 1 891 891 - Stage 2 398 603 - Critical Hdwy 7.54 6.54 6.94 Critical Hdwy Stg 1 6.54 5.54 - Critical Hdwy Stg 2 6.54 5.54 - Follow-up Hdwy 3.52 4.02 3.32 Pot Cap-1 Maneuver — 121 122 733 Stage 1 304 359 - Stage 2 599 487 - Platoon blocked, % Mov Cap-1 Maneuver — 62 — 92 733 Mov Cap-2 Maneuver — 62 — 92 - Stage 1 279 296 Stage 2 409 447 Approach SIB HCM Control Delay, s $ 543.1 HCM LOS F Minor Lane/Major Mvmt 2020 PM Total.syn Synchro 8 Report Page 11