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
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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
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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
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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