The URL can be used to link to this page

Item 6G and 6H - TIAA TRAFFIC IMPACT ANALYSIS FOR SOUTHLAKE CENTER A PROPOSED COMMERCIAL DEVELOPMENT IN SOUTHLAKE, TEXAS Prepared for: WWinkelmanii &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 ,: �tOF Fax: 214-748-7037 .......... •4� 11 «•:.•.° NTH �11lRl,iCkNANQkiAt�I i.. DRAKE ...°... `°, ♦ DHAN �,....0;...1®2281 January 26 20151 I °P�°••.�0� S��°°'�''i II%% (Revised) SSJON;` —® DeShazo #13057 DeShazo Group Traffic. Transportation Planning. Parking. Design. TECHNICAL MEMORANDUM To: Michael Clark, P.E. Winkelmann & Associates, Inc. From: DeShazo Group, Inc. Date: January 26, 2015 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 Kirkwood Boulevard (SW Corner) 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) • Project buildout + 5 years (2020). 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. 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 Road at Kirkwood and at Drive 3, on Kirkwood Boulevard at Drives 4 and 5 and on SH 114 Frontage Road at Drives 1 and 2, 2) the construction of a raised median on Dove at Drive 3 and 3) the construction of four lanes on Kirkwood south of Dove Road till Drive 4 and construction of two of the ultimate four lanes on Kirkwood south of Drive 4 to the project limit. 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, • SH 114 northbound frontage road @ 2 site driveways (Drives #1 & 2), • Dove Road @ 1 site driveway (Drive #3), and • Kirkwood Boulevard @ 3 site driveways (Drives # 4, 5, & 6). 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 buildout year of 2015 and horizon 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 2015 and 2020 background volumes shown in Exhibits 7 - 12. 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. 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 Manual-gth Edition excerpts are provided in the Appendix. Table 1 Southlake Center Trio Generation AM Peak PM Peak Weekend Peak Land Use Quantity Daily Traffic Hour Hour Hour In I Out In I Out In I Out 820 — Shopping Center ^204,343 SF 8,725 122 74 464 503 723 668 Totals 8,725 122 74 464 503 723 668 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 13 - 15 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 13 - 15). The resulting peak -hour, site -generated traffic volumes of the Project are summarized in Exhibits 16 - 18. Future Background plus Site Traffic Volumes Adding the new site -related traffic volumes from Exhibits 16 - 18 to the 2015 and 2020 background traffic volumes shown in Exhibits 7 - 12 yields the total peak period traffic volumes at the Project buildout years are shown in Exhibits 19 - 24. Page 3 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 360' between access points on a one-way facility with a posted speed limit of 45 mph as is the case on the SH 114 northbound frontage road in the area of the proposed development (see Exhibit 25). The site plan (Exhibit 2) shows that: • Drive 1 is located approximately 365' from property boundary and 736' from the ramp (physical gore) • Drive 1 is located approximately 445' from Drive 2 and • Drive 2 is located approximately 455' from Dove Road Therefore, all distances exceed the minimum separation requirements. The City of Southlake controls the access spacing on both Dove Road and Kirkwood 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: • Drive 3 is over 400' from the SH 114 northbound frontage road and Over 500' from Kirkwood Boulevard, • Drive 4 is approximately 390' from Dove Road • Drive 5 is approximately 500' from Drive 4 and • Drive 6 is approximately 330' from Drive 5 Therefore, all distances exceed the minimum driveway separation requirements. Sight Distance Criteria DeShazo conducted sight distance analysis based on AASHTO Design standards for the Horizontal sight distance and Vertical sight distance near the project vicinity. The vertical sight distance was not performed due to fact that the project area and a field visit to the project location found the SH 114 frontage Road and Site Driveways location appear to be adequate. Site Drive 1 and 2 appears to intersect the existing SH 114 frontage road at 90 degree angle to the horizontal curvature. The AASHTO design guide specifies a stopping sight distance (SSD) of 360' and an intersection sight distance (ISD) for the outbound right -turn maneuver from a site driveway (minor street) of 430', respectively for a posted speed limit of 45 mph with a vehicle driver eye sight setback of 14.5' from the curb of SH 114 frontage road. The findings from the preliminary site plan are shown in Exhibits 26 - 27. • Site Driveways (Drive's 1 & 2) on the SH 114 frontage roadways shown on Exhibit 2-Preliminary site plan satisfy both the SSD and ISD for case B2 — Right -turn from the minor road. All driveways satisfy the AASHTO minimum horizontal sight distance 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 60 vehicles per hour for right turns on a roadway Page 4 v m U Op W V m Q Q p V m Q Q Q Q Q Q Q Q Q m Q Q Q m Q m Q m Q Q Q Q Q m Q m Q Q Q o cg n o m vm �n ovo N Qom o C O M O ti u1 O .y ri u1 N b b u1 W e'1 �i N 4^ '-� W O^ tica ` ` Y U VLL W w m Q Q W D U U o p '-'-' p" U m op ¢ V m Q¢ V¢ V¢ m¢ Q Q m¢ m¢ Q¢ Q m O W W u1 M b O N 00 a1 H N M M �D u1 ^ u1 V d' �o ^ n ^ a1 N ,y b O N N Op a1 O O ^ O M ti d' O W u1 Q Op N^ 4 N N O N m V m W o Q Q Q W m Q v V v O U m o O Q V m ¢ Q m Q m Q o Q Q Q m Q Q Q Q Q Q O N O C _ M �! O I� b ti y1 V W ry u1 W M M I� O O O O O O W m U Q Q m Q Q Q Q Q Q Q m Q Q Q Q Q Q Q Q C M^Z m U Q Q p m U m V 0 Q Q m m Q Q Q Q Q Q m m b n Ct u1 of N b M ,y �6 O O ai O O O m U Q Q W m p V w V V Q V m¢ Q Q Q Q m Q ON V W a1 b V^ b W O ;:zV^ ;3 n W Y W N ^ r r r r = V V Op W V Q Q Q V V Q Q Q Q Q Q m Q Q Q m Q m Q m Q Q Q Q Q m Q m Q Q � a1 N �D 0 ti •y N V 00 u1 u1 N a1 V I� u1 '� Op �1 M lf1 V ti � �1 O V O M N �`1 W lf1 �D W O` W O .y O of �D of ri pi ti ti O W O �-i �D ti M N O W O Y W p m Q Q W V U V V m Q Q m m Q Q V Q V Q m Q Q Q m Q m Q Q Q Q u m M a1 W �1 O �D M N O G1 O O �D M u1 W �1 V V ^ O b 0 ��.. M `i `i W u1 u1 M O N u1 ,y [Y z I� O O ri `i W O z ZI Ln mU Q D O Q Q Q W m Um V m V Q m Q Q Q m Q m Q V Q Q m Q Q Q Q Q Q Q N '6 �D a1 O a1 M W a1 �D b ti b O O O O O O W ` � m U Q Q m Q Q Q Q Q Q Q m Q Q Q Q Q Q Q Q O p N Y O. C0 U Q Q V m pp m m V Q Q m Q Q Q Q Q Q Q m m b 0ti` ri ti O` O O C0 U Q Q w m pp m V m m Q m Q Q Q Q Q Q m Q �D O W ?> m U Q Q m Q Q Q Q Q Q Q m Q Q Q Q Q Q Q Q t+'f b i n � n b n� ti ti ti ti C1' a1 a1 M O O O O N O ti` N O C0 V Q Q V m pp Q m m Q Q m Q Q Q Q Q Q Q m 3 O p� u1 M N N u1 ^i "� M N� W lf1 O M O W O ti "� ` u, ri ti O` O ai O ` m m¢ Q p m pp m m m m ¢ m Q Q ¢ Q Q Q Q Q u w J W m m m m m m m m m �p m m O Q Z Z Z w � � N m m � J m m m m m m m m N J W W z {n y N ¢ � $ 2 C J m W J m m m ¢ � � � J m J m ¢ � J m J m ¢ � J m m J z m m m cp ¢ J J m J J m J J m � � o 3 @ @ o v @ @o @� v o u 3 z> z > > °° v v v c-I @� N v > u v ti o ti o o o o o o o = N x N > o o 0 s x N x N v 3 Y Y 3 Y Y 3 Y Y with a speed of 45 mph or less (see Appendix). Applying the volume threshold standard to the proposed site traffic (Exhibits 16 - 18) shows that: 1) The projected right turn traffic volumes on the SH 114 northbound frontage road at Drive's 1 and 2 exceed the volume threshold for an auxiliary lane (proposed and 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 (one is proposed and shown on the site plan). 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 Drive's 4 and 5 exceed the volume threshold for an auxiliary lane (proposed and shown on the site plan). Internal Storage (Stacking /Minimum Throat Length) Assessment This portion of the study will examine the site driveways for the internal storage criteria. The City of Southlake driveway ordinance (Table two) states the internal storage shall be based on the average number of parking spaces per driveway - 50 to 199 spaces/driveway (total number driveways 6) and total number of parking spaces of 200 plus category for this project (total parking spaces provided - 1,127 spaces). Applying the parking threshold standard to the proposed site plan shows that: 1) The Site Driveways shown on the preliminary site plan on Exhibit 2 meets the City required minimum storage lengths (100'). The outbound approach lane shows a minimum required continuous curb up to the front right-of-way line. 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. Future (2015) 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 two years to reflect the normal growth in the study area and represent average daily traffic levels for the year 2015. Page 6 As Table 2 indicates, 1) The SH 114/Dove Road interchange operates acceptably during the morning and afternoon peak periods with 2015 background traffic volumes. 2) The Kirkwood Boulevard / Dove Road intersection operates with acceptable LOS except for the SB left -turn movement as an unsignalized operation during the AM peak periods. 3) The Dove Road/White Chapel roundabout operates with acceptable LOS during the AM, PM and Saturday peak periods. Future (2015) `Buildout 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 • The traffic volumes collected in May and August of 2013 have been increased by 4% per year for two years to reflect the normal growth in the study area and represent average daily traffic levels for the year 2015. As Table 2 indicates, 1) The SH 114/Dove Road interchange operates acceptably during the morning and afternoon peak periods with 2015 background plus site traffic volumes. 2) At Kirkwood Boulevard / Dove Road intersection, NB and SB left -turn movements exhibit delays as an unsignalized operation during the peak periods. 3) The Dove Road/White Chapel roundabout operates with acceptable LOS during the AM, PM and Saturday peak periods. 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 southbound approach of the Kirkwood Boulevard / Dove Road intersection exhibit delays under unsignalized conditions during the AM peak. The 2020 background volumes, however, do not satisfy the traffic signal warrants (see warrant study in Appendix). 3) The westbound approach of the Dove Road/White Chapel roundabout will experience delays during the AM peak period. A bypass lane may be warranted. Future (2020) Background plus Site 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 • 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. Page 7 2) The Kirkwood Boulevard / Dove Road intersection exhibit delays as an unsignalized operation during the PM peak period. If this location is signalized, however, the levels of service will return to acceptable values. 3) The westbound and northbound approaches of the Dove Road/White Chapel roundabout will experience delays during the AM and PM peak periods. Bypass lane(s) may be warranted. 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, year 2015 buildout volumes do not satisfy the warrant criteria. However, with the addition of seven years of background traffic growth and the site traffic, the projected volumes satisfy one -hour, four-hour and eight -hour volume warrants. The detailed warrant analysis can be found in the Appendix. 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 (Drive) #1, #2, #3, #4 and #5 will require auxiliary / deceleration lanes (all of which are shown on the site plan). 3) The eastbound approach of the Dove/Kirkwood intersection will require an auxiliary / deceleration lane (which is also shown on the site plan). 4) The intersection of Dove Road and Kirkwood Boulevard should be signalized by year 2020 or 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 and year 2015 Buildout volumes do not satisfy the warrant criteria. However, with the addition of seven years of background traffic growth and the site traffic, the projected volumes for year 2020 satisfy one -hour, four-hour and eight -hour volume warrants. The detailed warrant analysis can be found in the Appendix. 5) Because one or more of the approaches to the single -lane roundabout at Dove and White Chapel will experience delays in 2020, a northbound and/or westbound by-pass lane may be warranted. 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 8 P, �iszi�o seo.� SVX31 `HNd7H1 OS kXIiNno3 M NMOl HNb7Hinos Qag�aTa�ui� Nd7d 3115 NOL DnaISNOD UOA ION — I27[VNIwF1Hdcf o o va _\ o= pog z rn a a Ito 54Ym v -zW''o^°`Ian M N amz0 m ---------------------------------------------------------- Ay 10, — 'N\ Im 'oAEs p _ 0 aQ_ a On zpi �Z.xp ®6 3�� ojo V III III III II V f7 I 'III its �N oho � >z� ' Y w s - zW, I 415 Ono z `, / seo.� SVXH1 `HN'VXHinos XXJ1Nno3 M NMOl IAVXHinos rouI `ea/HWoaev � QaBIaTO�[III� A b1 VG 31/S NoIlDclaISNOD ZIo3 ,Lori — I27[VNIwFlHdcf �m o 10 _ z234 oow O < T➢' LLDm `3 uy a�fl a8' A ev_ & Aso- aws e � ??�n mmmmmmmmm `o � "aQ ^G�c�z n2 m�a zrcaa �2 rc rcSna rn 3 wow � v O>._ oG wWzgm N LU aY2VO 000 m � jaa 3w o d=- S / § 7 S \\\�\ c.�/ƒ3k 3 ¥ & � f E ao \ 5 I e � 50 »32== \ o k 7 0 k 2 o / ( ± o � 2 \ _ Al ] w W. CVO H | �■ Mm r 0 V 0 N co N 0 V 0 N co N 0 V 0 N co N 0 0 LU •4-f gg- 287- NM ]POOAMINJI>i ut O Verizon 0,f IN WM SH AAA iy Tr 516 E M 0 u O O tw u m co Ln N w 00 °1 H E m U x W cC i H Y fC G1 a a 0 i QA Y U m m Ln r-I 0 N O V 0 N Cd 4 U) N 0 0 LU -09 AlU Eves 969- 117- POOMNJI>j N L+ - 6 99, Verizon O-A AAA cn E w 0 V 0 N co N A 75 0 V 0 N co N A 0 V 0 N co N A ni 0 V 0 N Cd En N i O rS� V O N CIO V) N O C� O N CIO V) N O rS� V 0 N CIO V) N 0 0 Y U1 cON� N� p • rZL • EO£Z 9Sa 8a Sbb� 0 293- �N F� f1 -7 -24 r0 r0 poonnNai){ --------- -_ _--37- 2-� • 34- No 99a • R ? ?� 26- n o N 9- > p t 0 y y rq Drive 3 Verizon „', • 0 �g Oa• • �M �i SH AAA 2pa o o a a r0 V 0 N CIO V) N w 0 0 3 Y LU m ESZZ 16£ p rS8 • ELL£ a < • 32-0 08- 0 206- OL� EO �111 <-10 r0 �noN E15 E171 r0 pooMNJI){ y �� • ,151 r0 o0 139- •t r 13N R o co SLLa • R T ?� 102, o� LO N OL, > p t R04 • / ,,, Verizon y y • rpL Drive 3 �q6 Da• "RTr y2 120-A oMo r22� �N �n rn M o� yL r0 V 0 N CIO V) N w O rS� V O N CIO V) N 89a 9L6- NS -A 0 0 3 Y Y LU M O FZLI . L -IL p rV8 • � F8LZ 9-0 355- 21 -24 �aM E7 r0 poonnNai>{ 89* • T 37' �o 9--N 26-A M-A 0 7 RL [ON FO Verizon y y rq Drive 3 j RgpB 24- rnrn� rlaa SN NSFR Tr 6 oo van N N H m 2 X W O rS� V 0 N CIO V) N 0 0 3 Y LU M p Ad6 • EOL£ 33a � 0 246- 5C)AMI -10 r0 r0-15 rO r151 0- t g,� o 6£ba • ��, - R T r 139- 102, gy R r �o0 13i0p �� N o OL- �w 7 > p t -09 Q , Verizon rpL Drive 3 �q Oa • �,. R T r �`� 146-,k NCO y No- SN o0 N1� i y oo NN 1ag� SBFR 12`t-` O 0 N CIO V) N w 0 0 Y LU p • r9LL • E8ZZ 0Z- 40a ZL_ 202� d `o -13 pro �134 E33 E200 ro pro� POOMNai>{ iL,,, • per - 0> • a 14-,. �a • R ? ?� 210- 145, ti 0 14> • 195 o t0 LO 08- LN i�:: 0 d' > p t 0 7- - o y y -L9� (-0E Drive 3 • / Verizon „', • F65 Oa • R T a _Ay , o' �2 r2ah �N �i M SH 11� yy0 / 1 2ya oo NN SSFR yam r0 V 0 N CIO 4 V) N w I I � is is = lm� �o p C fir. L. LL N � A L � U ._. .. d C dy t 2 m.m cad of v � . amp.. � @ @ o O F LL R Q N a-� O M 0 { � C F m Lu .— X01 C p C, @ r v N o ~O U N m E o u w c O 6 0 U cm ru U m old �U1Q Qiz) Ch x ■V E a � x 0 � L � A V c cu m .— ° W a 0 � E m ro 'm O x a = 0 a biD C > G o o � � a c V tT x a ri I 0) fu 4-Jr L 0 LL ti rl 1� U) �Cl Appendix A Traffic Counts Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000002 Comment 1: #2 SH 114 NB FRT RD @ DOVE Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: MR Westbound Northbound Eastbound Start Time Thru Right Left Thru Right Left Thru 10:00 AM 15 8 22 17 5 5 18 10:15 AM 20 9 20 22 4 7 17 10:30 AM 16 10 45 15 8 12 17 10:45 AM 32 14 29 27 6 6 16 11:00 AM 36 18 36 22 3 7 22 11:15 AM 21 10 29 20 8 7 21 11:30 AM 19 27 33 28 13 6 19 11:45 AM 42 18 41 31 11 133 28 12:00 PM 23 25 32 23 13 9 16 12:15 PM 26 21 41 32 4 13 20 12:30 PM 40 20 47 23 6 9 27 12:45 PM 29 24 58 29 7 8 25 01:00 PM 14 7 61 25 8 6 25 01:15 PM 23 12 53 22 11 7 13 01:30 PM 20 24 47 24 7 8 18 01:45 PM 28 16 55 39 7 8 27 02:00 PM 20 10 61 23 7 10 27 02:15 PM 28 13 55 19 11 9 20 02:30 PM 30 24 63 46 28 22 22 02:45 PM 28 23 61 35 18 11 18 Peak Hour: 131 84 161 109 34 164 91 PHF: 0.78 0.84 0.86 0.85 0.65 0.31 0.81 Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000001 Comment 1: #1 SH 114 SB FRT RD @ DOVE Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: MH Southbound Westbound Eastbound Start Time Left Thru Right Left Thru Thru Right 10:00 AM 8 22 5 9 28 15 41 10:15 AM 10 24 6 10 30 17 44 10:30 AM 10 21 7 7 54 19 38 10:45 AM 8 28 13 11 50 14 37 11:00 AM 10 25 8 18 54 19 43 11:15 AM 10 20 8 8 22 18 40 11:30 AM 9 34 8 8 44 16 59 11:45 AM 10 21 9 17 66 34 54 12:00 PM 10 26 5 9 44 15 51 12:15 PM 10 31 5 12 55 23 37 12:30 PM 20 21 10 24 63 16 38 12:45 PM 8 18 6 29 58 25 57 01:00 PM 7 25 5 15 60 24 44 01:15 PM 10 13 12 17 59 10 51 01:30 PM 12 17 7 12 54 14 39 01:45 PM 16 23 6 16 57 19 44 02:00 PM 21 14 10 15 66 16 34 02:15 PM 14 17 7 20 63 15 40 02:30 PM 14 18 6 20 63 20 40 02:45 PM 19 22 11 23 66 10 30 Peak Hour: 45 95 26 80 236 88 176 PHF: 0.56 0.77 0.65 0.69 0.94 0.88 0.77 J W O_ a 2 U w H = x LU Y a 0 O O > _ 0 O H N O O 0 0 w ri O u Ln 2 I N m zT 4.1 c c c c ru ~ O E E E E L L E E E E (6 (6 a U U U U can ci Ln Epp M M N N M r-I r-I O M l0 l0 M G M Ln N r-I M 00 O C 7 O i M:* M N Ln :* 00 l0 m I, r-I M N M M r-I -:* l0 M Ln M M r-I r-I r-I r-I r-I r-I r-I N r-I N N N r-I r-I N N r-I r-I N N C en LU w v 0M NO-:* O M r-I N r-I O N Ln M r-I N t0 Gl LM J O ++ M O ^ N 00 l0 r-I O N O I, n N O 00 l0 N N r-I r-I -I rr-Ir-I r-I r-I r-I r-I r-I r-I N r-I N r-I r-I r-I In O C 7 m L n O 00 Ql I� N M n N n O 'D l0 00 Ln MkD `-I Ql eq OR t r-I r-I r-I r-I r-I r-I r-I r-I r-I O L z J M NN N MN N M r-I N N M:* NI, cn O r-I l0 Ln M O I, M M N O N Ln Ln l0 Ln r-I r-I r-I rn 14 O C 7 O i 00 r, Ln M w m l0 N w l0 O Ln M I, w M 14 t r-I r-I N N N r-I r-I r-I N M r-I N r-I N N r-I r-I r-I r-I N 0`i0 00 � � O >O1 V M O r-I w I, l0 :* Ln N O r-I r-I M Ln O O-tt O Ln N J r-I r-I r-I r-I r-I N r-I r-I r-I r-I O N l0 l0 M -:* n N r-I M r-I r-I r-I M r-I M r-I N M Ln ri O c i t M O 00 I, 00 M N N l0 n O 00 M 00 N m Ln R* R* r-I r-I r-I r-I r-I r-I r-I r-I r-I N r-I r-I r-I r-I In In C O Ln tf J Ln r-I O Ln M Ln N l0 N N r-I M M N r-I M r-I Ln n 14 O i LL = O a = a a a a a a a a a a a a a a a a a a a a O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln Y L O r-I M O r-I M O r-I M O r-I M O r-I M y +' 0 0 0 0 r-I r-I r-I r-I N N N N r-I r-I r-I r I N N N N ri ri ri ri ri ri ri ri ri ri ri ri O O O O O O O O OL Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000005 Comment 1: #5 WHITE CHAPEL @ KIRKWOOD Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: SC Southbound Westbound Northbound Start Time Left Thru Left Right Thru Right 10:00 AM 0 38 9 1 18 7 10:15 AM 2 20 10 2 27 8 10:30 AM 1 26 4 1 21 11 10:45 AM 0 36 11 1 22 4 11:00 AM 0 27 6 0 24 8 11:15 AM 1 39 7 0 30 8 11:30 AM 0 39 9 0 25 5 11:45 AM 0 36 2 0 33 7 12:00 PM 1 28 11 1 40 2 12:15 PM 2 23 6 1 26 8 12:30 PM 1 27 14 1 27 7 12:45 PM 1 30 10 2 31 9 01:00PM 3 17 9 0 21 10 01:15 PM 1 16 11 2 27 11 01:30 PM 4 20 7 0 32 4 01:45 PM 1 29 9 1 33 6 02:00 PM 1 34 3 1 31 7 02:15 PM 1 25 7 0 29 7 02:30 PM 1 28 6 1 37 7 02:45 PM 0 29 12 2 34 6 Peak Hour: 5 108 41 5 124 26 PHF: 0.63 0.90 0.73 0.63 0.78 0.72 J w d Q 2 U w H 2 H LJ r-IQ (5 O w Q OO O 0 0 O 0 ~ < N � W 0 U 0 I N m +� ai +- +- +- +- c c c c r� ~ 0 E E E E L L w E E E E m +, U U UU can ci cn w N N r-I l -1 0 M M Lm M 0 C 7 0 i I, MIn N r-I I, O Ln 0000 n r-I NM M In l0 0 N O LU w +- w rI N N rl LA iN-I In O +' t Ln O �W N r�.ol iM-I N N rl iM-I n C C 7 0 r IZ Ln M rn In t L t I 0 iM-I N 0 z J NN��NNI�In Lq Ln O oA O O N 00 r-I N In 14 Lq � w O C 7 O i rl N N In r-I l0 l0 r-IDD en t H rI N M-:* 00 M In In N O >O1 OJ1 ^ rN-I r^-I N N M r-I ^ 0 O O O O M M N I, Ln 0 C c t 00 � � H rN-I rM-I r-q -I N L rl rM-I C 0 V) w N M N� Ln 00 N r-I In O i LL W 0 a a a a a a a a a = 0 In O In O In O In Y i M O rl M O rl N V; 0 0 0 0 0 0 0 0 a l0 M 00 N M n iM-I iM-I O In I, Ln M r-I M l0 N O Ln DO l0 In I, 00 I, �.o In : M 0 N O� 00 r-I rl iM-I r�l iN-I O I� N N l0 R* In In M ^ N 00 00 r-I r-I N M M M N M 14 0 I, In N 0 r-I 00 r-I 00 0 W r-I N N N:* N M 14 O N M N l0 In In I, M r-I N 00 O N O l0 l0 N l0 rl Ol Ol M V1 In 00 R* R* l0 n l0 In N 0 O O P O N rM-I r-IN O C ^ rn r-I iM-I r^-I N N r�I -q d O 00 I, In n l0 Ql N rn 00 O i LL O In O In O In O In Y N M:* 0 r-I M� 0 r-I � In vi In In �o io a O O O O O O O O a 0 O O X c-I Q (5 L LU Q 00 O 0O 00 W ~ O O O C) 0 N � l0 O U +1 c c c c ° E E E E L i L - +, E E E E Ln Li N U U U U i O m m 00 M�* l0 00 r-I N N M�* 00 M Ln M ^ C N C 7 O ns W , kD m w w O v r-IO rN M Ln W N r-I 00 00 N r-I NN O C 7 O en O1 N N m eq w rr-I-I N Qml lM0 M O O 00 O O N N N 0r0 c14 00 n O 7 O t wO M M I� N l0 M LLR J N LNR O °1�� i LL a O Ln O Ln O Ln O Ln Y i M O r-I M O r"I N l0 l0 I, ri n n 00 00 OL L; 0 0 0 0 0 0 0 0 a �* M �* Ln M O Ln N 00 :T Ln cn Ln M l0 l0 Ln l0 �* M N 0 O� Gl OR rr-I rr-I rN-I rr-I rr-I rr-I rr-I Ln O n M mI� Ln M M l0 rN-I O -tt n -tt 00 l0 O I, n 00 Ln M O0 Ln -tt l0 n l0 Ln Ln N 0 r-I Ql r-I r-I N I� n l0 14 cn 0 cn M 00 00 I, Ln M M N 0 r-I 00 l0 Ln I, 00 Ln M w 0 w n N N N M N r-I r-I r-I ri 0 i LL a a a a a a a a O Ln O Ln O Ln O Ln Y m M H O r-I M H O r-I � Ln Ln Ln Ln ko io a O O O O O O O O a 0 LLLL W z I:T r-I r-I N ,-I Q LU Q \ O O O LL O J = O O 0 N W O U I N m E a) c c c c ° E E E E L L w E E E E m Li nLi +, Ln U U U U 00 Ln 00 00 t M Ln Lin Ln 0� 00 n m -a r-I r-I M C C 7 O LL.I J <D 00 Ql N 00 N NN r^-I 0000 O � M Ln m <D O M M Ln � m M M � � to 00 00 � O C 7 0 i r-I N Ln 00 00 r-I OR M t � L H r-I r-I r-I N N M M r-I O z $ O M Ln 00 N M Ln 00 00 J N N r-I N Ln Ln N O to to l0 00 m 00 r-I w Ol 00 r-I r-I r-I N N N N C C � 7 O >O1 i I, Ln r-q M r-q N M r-q n wr-I r-I N MI, Ln M O i LL O a a a a a a a a a = 0 Ln O Ln O Ln O Ln Y i M O r-I M O r-I N L; 0 0 0 0 0 0 0 0 a Ln r-I m m M l0 00 00 Ln M Ln �* Ln <D <D <D �* M N p M O� 00 rr-I rr-I rN-I rr-I rr-I rN-I LMn O O� w 00 Ln n rr-I rr-I rr-I r�-I r�-I O Ln M Ln r-I to l0 00 00 00 Ln W 00 M M :* N 14 O <D Ql 00 LM N � <D � r�-I NN W00 r-I r-Ir-Ir-Ir-Ir-ILn p N :* N r-I r-I Ql 00 N M M 14 00 M M M R* M N N N 14 O 00 LD 00 O `� M O N IM R* N 00 00 r-I r-I r-I r-I r-I ^ ^ Ln p i LL a a a a a a a a O Ln O Ln O Ln O Ln Y N M R* 0 r-I M� 0 r-I � Ln Ln Ln Ln �o io a 0 0 0 0 0 0 0 0 a 0 L.L N c-I r-I N ,-I Q LU Q \ o O O LL O J O O C) N 0 � W O U I N m E a) c c c c 0 E E E E L L w E E E E m ca nci +, cn U U U U IZ ^O lo l Q01 QMl n QM M 00 "a O C 7 O en ns W ko DM rl n t r^-I N � m NN 000 Ln rI Ln M O t 0 Ul 00 N DM N Ln 0 O -a � � rN-I r, O 7 O >N ON O 00 J r-I r-I r-I r-I r-I r-I O r-I O M to N ^ N 00 Ln r-I r-I r-I N r- LA O C 7 iLn to N m w m Ln O n t � H r-I N r-I N N N N M C 7 O V) N O M 00 r-I 00 00 Ln eq J N M N M N N M O i L1 O Ln O Ln O Ln O Ln m N to to I, ri n n o0 0o a V; 0 0 0 0 0 0 0 0 a M r-I M �* N Ln r-I O O Ln OR Ln Ln Ln M �* M Ln ri O r-I m M I, 00 N W to O 00 00 R* M R* M:* Ln M M � O M M r, O Ln r-I to to M OR r-I r-I N N N r-I r-I r-I 00 O R* m M I, O M Ln U) M W C71 to to I, <D M M N 0 M r-I to N Ul O rl r-I M n N N r-I M r-I M r-I N m O 00 O r-I I, N M r-I rn 14 W 00 M M M N N M M N 14 O m r-I 00 N O O N O O M N N N M M N N ri O i L1 a a a a a a a a O Ln O Ln O Ln O Ln Y N M R* O r-I M R* O r-I � Ln vi Ln Ln �o io a O O O O O O O O a 0 O O Y Y W J W Q U LU ON O O O O ~ = 2 Om O m � 0 0 U of Q N 0 W o 1�� c c c c ° E E E E L L E E E E a cn - ci +, cn U U U U *' In m In rn ^ Ian O 7 O t L 0 O L r I 1p to O to M I, Ln 00 O t H N M N M I, l0 M M N O +' t b0 O O O r-I N r-I r-I r-I M LM � � � O 7 O >N to w O0 ON ko n ko en l0 w Ln O i m r-I :* M M Ln NLn l�0 -a t N r-I M M to 00 ko N N O C O t V $ N O O N r-I 0 r-I r-I o :T V1 J O N i LL O a 0 In 0 In 0 In 0 In Y i M O r-I M O r-I N l0 to I, ri n n w w a L; 0 0 0 0 0 0 0 0 a 0 M 00 I, n n n l0 rM-I rr-I M O O M N M M M I, N eq Ln OR M M In In �.o I, Ln I, N 0 Ln r-I O M O O M O�* M N O 00 00 00 Ol l0 r-I r-I rr-I O I- O O M w I, N N ^ O OR M G M In N In M M 14 O OO N M r-I r-I 0 r-I r-I w M O i LL 0 a a a a a a a a a 0 In 0 In 0 In 0 In Y N M R* 0 r-I M R* 0 r-I � In vi In In ko io a O O O O O O O O a QUALITY COUNTS, INC. DATA COLLECTION & ANALYSIS SOUTH LAKE, TX DOVE EAST OF - SH 114 24-Hour Traffic Counts 30-Anr-13 Time EB DOVE EAST OF WB DOVE EAST OF Start :00 :15 :30 :45 Ttl. :00 :15 :30 :45 Ttl. 12 AM 0 5 3 3 11 10 1 5 1 17 1AM 3 4 1 2 10 3 2 4 3 12 2AM 2 0 1 1 4 5 3 1 0 9 3AM 0 1 0 2 3 6 2 3 1 12 4 AM 2 3 1 2 8 11 6 3 5 25 5 AM 4 9 15 37 65 11 9 21 17 58 6 AM 19 40 90 116 265 23 22 22 32 99 7 AM 99 100 160 164 523 52 71 139 163 425 8 AM 130 133 118 89 470 82 70 48 43 243 9 AM 83 60 59 46 248 47 49 45 36 177 10 AM 31 35 32 45 143 34 33 40 37 144 11 AM 34 40 37 47 158 38 55 87 84 264 12 PM 58 70 62 77 267 61 45 43 48 197 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 33 31 20 38 122 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 Land Use: 820 Shopping Center Description 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 market area in terms of size, location and type of store. A shopping center also provides on -site parking facilities sufficient to serve its own parking demands. Specialty retail center (Land Use 826) and factory outlet center (Land Use 823) are related uses. Additional Data 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 - merchandising facilities, such as office buildings, movie theaters, restaurants, post offices, banks, health clubs and recreational facilities (for example, ice skating rinks or indoor miniature golf 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 herein do not indicate which of the centers studied included peripheral buildings, it can be 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 mail or peripheral buildings, the GLA could be the 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. Information on approximate hourly, monthly and daily variation in shopping center traffic is shown in Tables 1-3. It should be noted, however, that the information contained in these tables is based on a limited sample size. Therefore, caution should be exercised when applying the data. Also, some information provided in the tables may conflict with the results obtained by applying the average rate or regression equations. When this occurs, it is suggested that the results from the average rate or regression equations be used, as they are based on a larger number of studies. Trip Generation, 9th Edition 9 Institute of Transportation Engineers 1557 Table 1 Hourly Variation in Shopping Center Traffic Average Weekdays Average Saturday" g Average Sunday° Time Percent of Percent of Percent of Percent of Percent of Percent of 24-Hour 24-Hour 24-Hour 24-Hour 24-Hour Entering 24-Hour Exiting Entering Exiting Entering Exiting Traffic Traffic Traffic Traffic Traffic Traffic 0.1 6 a.m.-7 a.m. 0•8 0.3 0.2 0.2 0.2 0•4 0.3 7 a.m.-8 a.m. 2.0 0.9 0.9 0.4 1.0 0.9 0.5 8 a.m.-9 a.m. 3.1 1.2 2.7 2.2 1.7 1.1 9 a.m.-10 a.m. 5.5 2.0 5.5 4.8 3 8 2.5 10 a.m.-11 a.m. 7•0 4.3 8.6 7.5 10.0 ,� 6 11 a.m.-12 p.m. 8•4 6.2 10.8 9.3 15.1 7.9 12 p.m.-1 M. 9.4 8.3 11.8 12.1 10.3 16.7 12.0 1 p.m.-2 P.M. 8.2 8.6 11.8 11.8 15.8 14.7 2 p.m.-3 p.m. 7.7 8.9 10.7 12.5 13.0 15.6 3 p.m.-4 p.m. 7.8 8.8 8.8 12.5 9.4 15.8 4 p.m.-5 P.M. 8.0 8.9 5.3 11.3 5.1 13.0 5 p.m.-6 p.m. 8.4 9.2 3.3 6.7 2.3 4.6 6 p.m.-7 p.m. 8.0 7.5 2.9 1.7 1.9 7 p.m.-8 P.M. 7.9 7.2 2.7 2.2 1.1 1.3 8 p.m.-9 P.M. 4.3 7.7 1.8 1.6 0.7 1.1 9 p.m.-10 P.M. 1.8 7.2 1.0 2.8 2.1 3.0 2.8 2.0 Sites ranged in size from 11,000 to 1,750,000 square feet gross leasable 225 376; based area on ten studies s Source numbers - 13, 73, 88, 190, 73, 88, 190, 217, 220, and 220, 225 and 376; based on nine studies b Source numbers -13, Source numbers -13, 73, 88, 190, 220 and 225; based on eight studies 1558 Trip Generation, 9th Edition 0 Institute of Transportation Engineers Average gross leasable area: 938,000 square feet The sites were surveyed between the 1960s and the 2000s throughout the United States and Canada. Trip Generation, 9th Edition • Institute of Transportation Engineers 1559 Specialized Land Use Data Two studies provided data on outdoor shopping centers in Illinois and Alberta, Canada. The trip generation characteristics of these sites varied from the other stores in this land use; therefore, the information collected for these facilities is presented in the following tables and was excluded from the data plots. Average Trip Size of Number Directional Generation Independent V r 1 of 5tudiea Distribution I n d e en e n t Varia lbw Rate 1,000 Square Feet Gross Leasable Area Not available Weekday 66.64 797 2 2 Not available Weekday A.M. Peak Hour 3.27 797 of Adjacent Street Traffic 2 Not available Weekday P.M. Peak Hour 5.46 797 of Adjacent Street Traff c Sources: 446, 702 Source Numbers 1, 2, 3, 4, 5, 6, 13, 14, 18, 19, 22, 26, 40, 42, 48, 49, 54, 59, 60, 61, 64, 65, 72, 73, 75, 76, 77, 78, 99, 100, 196 197 198 199 79, 87, $9, 90, 98, 105, 110, 124, 156, 159, 172, 186, 193, 19Q, 195, 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, 428, 437, 440, 442, 444, 446, 507, 562, 563, 580, 598, 629, 658, 702, 715, 728 1560 Trip Generation, 9th Edition • Institute of Transportation Engineers Shopping Center m9n) Average Vehicle Trip Ends vs: 1000 Sq. Feet Gross Leasable Area On a: Weekday Number of Studies: 302 Average 1000 Sq. Feet GLA: 331 Directional Distribution: 50% entering, 50% exiting Trip Generation per 1000 Sq. Feet Gross Leasable Area Average Rate Range of Rates Standard Deviation 42.70 12.50 - 270.89 21.25 uata riot ana tquation 70,000 60,000 50,000 cn C LLI '7 40,000 U t N ro 30,000 a> Q H 20,000 10,000 �. 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 X = 1000 Sq. Feet Grass Leasable Area X Actual Data Points Fitted Curve - - - - - - Average Rate Fitted Curve Equation: Ln(T) = 0.65 Ln(X) + 5.83 R2 = 0.79 Trip Generation, 9th Edition • Institute of Transportation Engineers 1561 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 7 and 9 a.m. i Number of Studies: 104 Average 1000 Sq. Feet GLA: 310 Directional Distribution: 62% entering, 38% exiting Trip Generation per 1000 Sq. Feet Gross Leasable Area Average Rate Range of Rates n oa (1, 1 0 Data Plot and Equation 1,500 1,400 ; 1,300 ;1 1,200 1,100 ' 1,000CL ; 900 _ U 800 ; k 7 700 X ; Q X X X X tt 500 - XX = X 400 -X-Xr - ; X X :X X X. 300 - X- X X X XXX 'l X >( 200 X X X X X- 100 XX Standard Deviation 1.31 0 0 1600 0 100 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 150 X = 1 000 Sq. Feet Gross Leasable Area - - -- - - Average Rate Fitted Curve X Actual Data Points Fitted Curve Equation: Ln(T) = 0.61 Ln(X) + 2.24 1562 Trip Generation, 9th Edition • institute of Transportation Engineers Rz = 0.56 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: 426 Average 1000 Sq. Feet GLA: 376 Directional Distribution; 48% Pnterinn_ 59% Pxitinn Trip Generation per 1000 Sq. Feet Gross Leasable Area Average Rate Range of Rates Standard Deviation 3.71 0.68 - 29.27 2.74 Data Plot and Equation 9,000 8,000 7,000 N c 6,000 W tl H v 5,000 s N 7 N 4,000 N Q 3,000 2,000 1,000 0 0 1000 2000 3000 X =1000 Sq. Feet Gross Leasable Area X Actual Data Points Fitted Curve - ----- Average Rate Fitted Curve Equation; Ln(T) = 0-67 Ln(X) + 3.31 R2 = 0.81 Trip Generation, 9th Edition • Institute of Transportation Engineers 1563 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 i Trip Generation per 1000 Sq. Feet Gross Leasable Area Average Rate Range of Rates Standard Deviation ` as 4� 16.70 - 227.50 22.62 Data Plot and tquation 80,000 70,00o 60,000 4 f N Ll.l -- - .f Q, 50,000 •--- j 40,000 .. _ m Xc x x x x Q 3o,000 X. X c x x ' x 20,000 Xx X X X ?� j ' ?<x x x x x 0( x x 10,000 0 400 500 600 700 800 goo 1000 1100 1200 1300 1400 1500 1600 100 200 300 X =1000 5q. Feet Gross Leasable Area X Actual Data Points Fitted Curve - ----- Average Rate Fitted Curve Equation: Ln(T) = 0.63 Ln(X) + 6.23 R2 = 0.82 1564 Trip Generation, 9th Edition 0 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: 128 Average 1000 Sq. Feet GLA: 458 Directional Distribution: 52% entering, 48% exiting Trip Generation per 1000 Sq. Feet Gross Leasable Area Average Rate Range of Rates Standard Deviation 4.82 1.46 - 18.32 3.10 uata Niot and Equation 10,000 9,000 8,000 03 7,000 C w a 6,000 Q1 U t 7 5,000 N N 4,000 ~ 3,000 2,000 1,000 0 X , :x~ X X.- x - � X ){ % X , K X X X' X � X X.. --- X &X/X'X X ' xx x,X 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 Paints Fitted Curve ---- Average Rate Fitted Curve Equation: Ln(T) = 0.65 Ln(X) + 3.78 R2 = 0.83 .s Trip Generation, 9th Edition • Institute of Transportation Engineers 1565 Appendix C LOS & Synchro Analysis Output Timings 1: Dove & SH 114 SBFR 8/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 354 70 480 122 111 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 64.0 26.0 30.0 30.0 90.0 Total Split (%) 53.3% 21.7% 25.0% 25.0% 75% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 81.5 12.0 97.5 14.5 14.5 Actuated g/C Ratio 0.68 0.10 0.81 0.12 0.12 v/c Ratio 0.35 0.43 0.18 0.62 0.40 Control Delay 5.6 65.0 6.3 62.3 33.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 5.6 65.0 6.3 62.3 33.3 LOS A E A E C Approach Delay 5.6 13.8 45.5 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.62 Intersection Signal Delay: 15.8 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 2 R 04 90 s 30 s 0536 26 s1 164S 2013 AM-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 8/8/2014 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 811 76 522 133 184 v/c Ratio 0.35 0.43 0.18 0.62 0.40 Control Delay 5.6 65.0 6.3 62.3 33.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 5.6 65.0 6.3 62.3 33.3 Queue Length 50th (ft) 65 63 74 100 45 Queue Length 95th (ft) 132 116 98 157 77 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2321 324 2876 383 777 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.35 0.23 0.18 0.35 0.24 Intersection Summary 2013 AM-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 8/8/2014 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 82 398 347 204 137 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 28.0 47.0 45.0 45.0 75.0 Total Split (%) 23.3% 39.2% 37.5% 37.5% 63% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min None None None C-Max Act Effct Green (s) 12.2 90.6 74.4 21.4 21.4 Actuated g/C Ratio 0.10 0.76 0.62 0.18 0.18 v/c Ratio 0.50 0.16 0.23 0.69 0.52 Control Delay 54.7 4.1 11.0 57.8 21.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.7 4.1 11.0 57.8 21.6 LOS D A B E C Approach Delay 12.7 11.0 34.2 Approach LOS B B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 6:EBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.69 Intersection Signal Delay: 19.9 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 01 1 02 } 108 28 s 1 147S 145 06 R 75 s 1 s 2013 AM-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 8/8/2014 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 89 433 492 198 375 v/c Ratio 0.50 0.16 0.23 0.69 0.52 Control Delay 54.7 4.1 11.0 57.8 21.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.7 4.1 11.0 57.8 21.6 Queue Length 50th (ft) 53 29 75 160 64 Queue Length 95th (ft) 125 90 140 229 105 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 354 2671 2131 550 1194 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.25 0.16 0.23 0.36 0.31 Intersection Summary 2013 AM-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 8/8/2014 Intersection Int Delay, s/veh Movement 4 EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol, veh/h 165 271 0 0 344 76 0 0 0 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 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 179 295 0 0 374 83 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 457 0 0 295 0 0 840 1110 147 Stage 1 - - - - - - 653 653 - Stage 2 - - 187 457 - 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 1100 1263 258 208 873 Stage 1 - - 423 462 - Stage 2 - - 797 566 - Platoon blocked, % Mov Cap-1 Maneuver 1100 1263 197 174 873 Mov Cap-2 Maneuver - - 197 174 - Stage 1 354 387 Stage 2 695 566 Approach EB WB NB HCM Control Delay, s 3.4 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1100 1263 197 775 HCM Lane V/C Ratio 0.163 - 0.287 0.128 HCM Control Delay (s) 0 0 0 8.9 0 30.5 10.3 HCM Lane LOS A A A A A D B HCM 95th %tile Q(veh) 0.6 0 1.1 0.4 2013 AM-2.syn Synchro 8 Report Page 9 HCM 2010 TWSC 3: Dove & Kirkwood 8/8/2014 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 52 0 91 0 0 0 Stop Stop Stop None 0 0 92 92 92 2 2 2 57 0 99 Major/Minor Minor2 Conflicting Flow All 921 1068 228 Stage 1 415 415 - Stage 2 506 653 - 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 225 220 775 Stage 1 585 591 - Stage 2 517 462 - Platoon blocked, % Mov Cap-1 Maneuver 197 184 775 Mov Cap-2 Maneuver 197 184 - Stage 1 490 591 Stage 2 433 387 Approach SIB HCM Control Delay, s 17.6 HCM LOS C Minor Lane/Major Mvmt 2013 AM-2.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 8/8/2014 Intersection Intersection Delay, s/veh 12.2 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 393 482 284 317 Demand Flow Rate, veh/h 401 491 290 323 Vehicles Circulating, veh/h 323 340 420 484 Vehicles Exiting, veh/h 484 370 304 347 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 11.2 14.5 10.0 12.1 Approach LOS B B B 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 401 491 290 323 Cap Entry Lane, veh/h 818 804 742 696 Entry HV Adj Factor 0.979 0.982 0.980 0.982 Flow Entry, veh/h 393 482 284 317 Cap Entry, veh/h 801 789 727 684 V/C Ratio 0.490 0.610 0.391 0.464 Control Delay, s/veh 11.2 14.5 10.0 12.1 LOS B B B B 95th %tile Queue, veh 3 4 2 2 2013 AM-2.syn Synchro 8 Report Page 11 HCM 2010 TWSC 5: White Chapel & E Kirkwood 8/8/2014 Intersection Int Delay, s/veh 1.3 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 58 5 224 59 4 288 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 550 253 0 0 283 0 Stage 1 253 - - - - - Stage 2 297 - - 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 496 786 1279 Stage 1 789 - - Stage 2 754 - - Platoon blocked, % Mov Cap-1 Maneuver 494 786 1279 Mov Cap-2 Maneuver 494 - - Stage 1 789 Stage 2 751 Approach WB NB SIB HCM Control Delay, s 12.9 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 494 786 1279 HCM Lane V/C Ratio 0.117 0.007 0.003 - HCM Control Delay (s) 13.2 9.6 7.8 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.4 0 0 2013 AM-2.syn Synchro 8 Report Page 13 HCM 2010 TWSC 8: Dove & Verizon 1/25/2015 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 100 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 161 474 473 0 0 20 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 473 0 0 1032 236 Stage 1 - - - 473 - Stage 2 - 559 - 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 1085 229 766 Stage 1 - 593 - Stage 2 - 536 - Platoon blocked, % Mov Cap-1 Maneuver 1085 195 766 Mov Cap-2 Maneuver - 195 - Stage 1 593 Stage 2 456 Approach EB WB SIB HCM Control Delay, s 2.3 0 9.8 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1085 766 HCM Lane V/C Ratio 0.148 0.026 HCM Control Delay (s) 8.9 0 9.8 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0.5 0.1 2013 AM-2.syn Synchro 8 Report Page 1 Timings 1: Dove & SH 114 SBFR 8/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 180 263 840 130 113 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 36.0 52.0 32.0 32.0 88.0 Total Split (%) 30.0% 43.3% 26.7% 26.7% 73% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 62.0 31.0 96.9 15.1 15.1 Actuated g/C Ratio 0.52 0.26 0.81 0.13 0.13 v/c Ratio 0.22 0.63 0.32 0.64 0.45 Control Delay 9.8 38.6 1.9 62.1 28.2 Queue Delay 0.0 0.2 0.3 0.0 0.0 Total Delay 9.8 38.8 2.2 62.1 28.2 LOS A D A E C Approach Delay 9.8 11.0 41.3 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 16.4 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 2 R 04 88 s 32 s 05 6 52 s1 136S 2013 PM-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 8/8/2014 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 392 286 913 141 224 v/c Ratio 0.22 0.63 0.32 0.64 0.45 Control Delay 9.8 38.6 1.9 62.1 28.2 Queue Delay 0.0 0.2 0.3 0.0 0.0 Total Delay 9.8 38.8 2.2 62.1 28.2 Queue Length 50th (ft) 39 133 31 105 46 Queue Length 95th (ft) 91 170 72 164 81 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 1785 708 2858 413 847 Starvation Cap Reductn 0 65 1186 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.22 0.44 0.55 0.34 0.26 Intersection Summary 2013 PM-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 8/8/2014 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 53 257 527 568 158 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 22.0 49.0 49.0 49.0 71.0 Total Split (%) 18.3% 40.8% 40.8% 40.8% 59% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 9.7 81.0 67.3 31.0 31.0 Actuated g/C Ratio 0.08 0.68 0.56 0.26 0.26 v/c Ratio 0.41 0.12 0.37 0.74 0.63 Control Delay 66.0 5.3 16.3 51.0 41.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 66.0 5.3 16.3 51.0 41.2 LOS E A B D D Approach Delay 15.8 16.3 44.8 Approach LOS B B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 62 (52%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 28.8 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 01 02 R t08 22 s 49 s A49 --*06 71s s 2013 PM-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 8/8/2014 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 58 279 718 308 533 v/c Ratio 0.41 0.12 0.37 0.74 0.63 Control Delay 66.0 5.3 16.3 51.0 41.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 66.0 5.3 16.3 51.0 41.2 Queue Length 50th (ft) 40 12 146 240 197 Queue Length 95th (ft) 92 41 248 312 228 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 265 2388 1938 603 1223 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.22 0.12 0.37 0.51 0.44 Intersection Summary 2013 PM-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 8/8/2014 Intersection Int Delay, s/veh Movement 5.7 EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol, veh/h 57 248 0 0 258 32 0 0 0 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 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 62 270 0 0 280 35 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 315 0 0 270 0 0 533 708 135 Stage 1 - - - - - - 393 393 - Stage 2 - - 140 315 - 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 1242 1290 430 358 889 Stage 1 - - 603 604 - Stage 2 - - 849 654 - Platoon blocked, % Mov Cap-1 Maneuver 1242 1290 261 340 889 Mov Cap-2 Maneuver - - 261 340 - Stage 1 573 574 Stage 2 536 654 Approach EB WB NB HCM Control Delay, s 1.5 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1242 1290 397 859 HCM Lane V/C Ratio 0.05 - 0.29 0.368 HCM Control Delay (s) 0 0 0 8.1 0 17.7 11.6 HCM Lane LOS A A A A A C B HCM 95th %tile Q(veh) 0.2 0 1.2 1.7 2013 PM-2.syn Synchro 8 Report Page 9 HCM 2010 TWSC 3: Dove & Kirkwood 8/8/2014 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 106 0 291 0 0 0 Stop Stop Stop None 0 0 92 92 92 2 2 2 115 0 316 Major/Minor Minor2 Conflicting Flow All 557 691 158 Stage 1 298 298 - Stage 2 259 393 - 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 413 366 859 Stage 1 686 666 - Stage 2 723 604 - Platoon blocked, % Mov Cap-1 Maneuver 397 348 859 Mov Cap-2 Maneuver 397 348 - Stage 1 652 666 Stage 2 687 574 Approach SIB HCM Control Delay, s 13.2 HCM LOS B Minor Lane/Major Mvmt 2013 PM-2.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 8/8/2014 Intersection Intersection Delay, s/veh 10.7 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 420 403 389 154 Demand Flow Rate, veh/h 429 411 398 158 Vehicles Circulating, veh/h 190 307 416 385 Vehicles Exiting, veh/h 353 506 203 333 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 9.5 11.1 13.1 7.1 Approach LOS A B B 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 429 411 398 158 Cap Entry Lane, veh/h 934 831 745 769 Entry HV Adj Factor 0.980 0.979 0.979 0.977 Flow Entry, veh/h 420 403 389 154 Cap Entry, veh/h 916 814 729 751 V/C Ratio 0.459 0.494 0.534 0.205 Control Delay, s/veh 9.5 11.1 13.1 7.1 LOS A B B A 95th %tile Queue, veh 2 3 3 1 2013 PM-2.syn Synchro 8 Report Page 11 HCM 2010 TWSC 5: White Chapel & E Kirkwood 8/8/2014 Intersection Int Delay, s/veh 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 43 3 275 39 7 187 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 495 295 0 0 314 0 Stage 1 295 - - - - - Stage 2 200 - - 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 534 744 1246 Stage 1 755 - - Stage 2 834 - - Platoon blocked, % Mov Cap-1 Maneuver 531 744 1246 Mov Cap-2 Maneuver 531 - - Stage 1 755 Stage 2 829 Approach WB NB SIB HCM Control Delay, s 12.2 0 0.3 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 531 744 1246 HCM Lane V/C Ratio 0.082 0.004 0.005 - HCM Control Delay (s) 12.4 9.9 7.9 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.3 0 0 2013 PM-2.syn Synchro 8 Report Page 13 HCM 2010 TWSC 8: Dove & Verizon 1/25/2015 Intersection Int Delay, s/veh 1.3 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 100 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 332 597 0 0 121 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 597 0 0 763 298 Stage 1 - - - 597 - Stage 2 - 166 - 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 976 341 698 Stage 1 - 513 - Stage 2 - 846 - Platoon blocked, % Mov Cap-1 Maneuver 976 341 698 Mov Cap-2 Maneuver - 341 - Stage 1 513 Stage 2 846 Approach EB WB SIB HCM Control Delay, s 0 0 11.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 976 698 HCM Lane V/C Ratio - 0.173 HCM Control Delay (s) 0 0 11.2 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0 0.6 2013 PM-2.syn Synchro 8 Report Page 1 Timings 1: Dove & SH 114 SBFR 8/8/2014 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 88 80 236 45 95 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 47.0 40.0 33.0 33.0 87.0 Total Split (%) 39.2% 33.3% 27.5% 27.5% 73% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 87.4 11.5 102.9 9.1 9.1 Actuated g/C Ratio 0.73 0.10 0.86 0.08 0.08 v/c Ratio 0.12 0.51 0.08 0.37 0.46 Control Delay 2.2 40.9 1.0 59.7 46.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 2.2 40.9 1.0 59.7 46.9 LOS A D A E D Approach Delay 2.2 11.1 50.3 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.51 Intersection Signal Delay: 16.6 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 02 R 04 87 s 335 05 6 40 s1 147S 2013 Sat-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 8/8/2014 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 287 87 257 49 131 v/c Ratio 0.12 0.51 0.08 0.37 0.46 Control Delay 2.2 40.9 1.0 59.7 46.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 2.2 40.9 1.0 59.7 46.9 Queue Length 50th (ft) 9 36 5 37 41 Queue Length 95th (ft) 27 82 8 76 72 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2372 531 3034 427 848 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.12 0.16 0.08 0.11 0.15 Intersection Summary 2013 Sat-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 8/8/2014 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 44 91 131 161 109 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 32.0 42.0 46.0 46.0 74.0 Total Split (%) 26.7% 35.0% 38.3% 38.3% 62% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 8.7 98.0 85.3 14.0 14.0 Actuated g/C Ratio 0.07 0.82 0.71 0.12 0.12 v/c Ratio 0.38 0.03 0.10 0.59 0.56 Control Delay 54.3 5.2 4.0 62.2 50.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.3 5.2 4.0 62.2 50.1 LOS D A A E D Approach Delay 21.2 4.0 54.1 Approach LOS C A D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 48 (40%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 30.9 Intersection LOS: C Intersection Capacity Utilization 26.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 02 R 142 t08 32 s s --*06 74 s 46 s 2013 Sat-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 8/8/2014 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 48 99 233 110 220 v/c Ratio 0.38 0.03 0.10 0.59 0.56 Control Delay 54.3 5.2 4.0 62.2 50.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.3 5.2 4.0 62.2 50.1 Queue Length 50th (ft) 39 17 15 90 81 Queue Length 95th (ft) 80 31 36 148 118 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 413 2890 2394 563 1152 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.12 0.03 0.10 0.20 0.19 Intersection Summary 2013 Sat-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 8/8/2014 Intersection Int Delay, s/veh Movement 2.8 EBL EBT EBR WBL WBT WBR NBL NBT NBR Vol, veh/h 45 79 0 0 107 16 0 0 0 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 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 Mvmt Flow 49 86 0 0 116 17 0 0 0 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 134 0 0 86 0 0 242 318 43 Stage 1 - - - - - - 184 184 - Stage 2 - - 58 134 - 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 1448 1508 692 597 1018 Stage 1 - - 800 746 - Stage 2 - - 947 785 - Platoon blocked, % Mov Cap-1 Maneuver 1448 1508 636 577 1018 Mov Cap-2 Maneuver - - 636 577 - Stage 1 773 721 Stage 2 894 785 Approach EB WB NB HCM Control Delay, s 2.7 0 0 HCM LOS A Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1448 1508 648 983 HCM Lane V/C Ratio 0.034 - 0.013 0.056 HCM Control Delay (s) 0 0 0 7.6 0 10.6 8.9 HCM Lane LOS A A A A A B A HCM 95th %tile Q(veh) 0.1 0 0 0.2 2013 Sat-2.syn Synchro 8 Report Page 9 HCM 2010 TWSC 3: Dove & Kirkwood 8/8/2014 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 8 0 51 0 0 0 Stop Stop Stop - None 0 0 92 92 92 2 2 2 9 0 55 Major/Minor Minor2 Conflicting Flow All 266 309 67 Stage 1 125 125 - Stage 2 141 184 - 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 665 604 983 Stage 1 866 792 - Stage 2 847 746 - Platoon blocked, % Mov Cap-1 Maneuver 648 584 983 Mov Cap-2 Maneuver 648 584 - Stage 1 837 792 Stage 2 818 721 Approach SIB HCM Control Delay, s 9.1 HCM LOS A Minor Lane/Major Mvmt 2013 Sat-2.syn Synchro 8 Report Page 10 HCM 2010 Roundabout 4: White Chapel & Dove 8/8/2014 Intersection Intersection Delay, s/veh 4.9 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 98 180 119 93 Demand Flow Rate, veh/h 100 184 121 94 Vehicles Circulating, veh/h 157 73 107 182 Vehicles Exiting, veh/h 119 155 150 75 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 4.7 5.1 4.7 4.8 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 100 184 121 94 Cap Entry Lane, veh/h 966 1050 1015 942 Entry HV Adj Factor 0.984 0.980 0.983 0.987 Flow Entry, veh/h 98 180 119 93 Cap Entry, veh/h 950 1029 999 930 V/C Ratio 0.104 0.175 0.119 0.100 Control Delay, s/veh 4.7 5.1 4.7 4.8 LOS A A A A 95th %tile Queue, veh 0 1 0 0 2013 Sat-2.syn Synchro 8 Report Page 11 HCM 2010 TWSC 5: White Chapel & E Kirkwood 8/8/2014 Intersection Int Delay, s/veh 1.6 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 45 5 135 28 5 117 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 277 149 0 0 163 0 Stage 1 149 - - - - - Stage 2 128 - - 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 713 898 1416 Stage 1 879 - - Stage 2 898 - - Platoon blocked, % Mov Cap-1 Maneuver 710 898 1416 Mov Cap-2 Maneuver 710 - - Stage 1 879 Stage 2 894 Approach WB NB SIB HCM Control Delay, s 10.2 0 0.3 HCM LOS B Minor Lane/Major Mvmt NBT NBR WBLn1 WBLn2 SBL SBT Capacity (veh/h) 710 898 1416 HCM Lane V/C Ratio 0.063 0.006 0.004 - HCM Control Delay (s) 10.4 9 7.6 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.2 0 0 2013 Sat-2.syn Synchro 8 Report Page 13 HCM 2010 TWSC 8: Dove & Verizon 1/25/2015 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 100 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 136 234 0 0 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 234 0 0 302 117 Stage 1 - - - 234 - Stage 2 - 68 - 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 1331 665 913 Stage 1 - 783 - Stage 2 - 947 - Platoon blocked, % Mov Cap-1 Maneuver 1331 665 913 Mov Cap-2 Maneuver - 665 - Stage 1 783 Stage 2 947 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) 1331 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 Sat-2.syn Synchro 8 Report Page 1 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 383 76 519 132 120 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 64.0 26.0 30.0 30.0 90.0 Total Split (%) 53.3% 21.7% 25.0% 25.0% 75% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 80.2 12.7 96.8 15.2 15.2 Actuated g/C Ratio 0.67 0.11 0.81 0.13 0.13 v/c Ratio 0.38 0.45 0.20 0.64 0.41 Control Delay 6.4 64.9 6.5 62.3 33.0 Queue Delay 0.0 0.0 0.2 0.0 0.0 Total Delay 6.4 64.9 6.7 62.3 33.0 LOS A E A E C Approach Delay 6.4 14.1 45.2 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 16.2 Intersection LOS: B Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 2 R 04 90 s 30 s 0536 26 s1 164S 2015 AM Background-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 877 83 564 143 198 v/c Ratio 0.38 0.45 0.20 0.64 0.41 Control Delay 6.4 64.9 6.5 62.3 33.0 Queue Delay 0.0 0.0 0.2 0.0 0.0 Total Delay 6.4 64.9 6.7 62.3 33.0 Queue Length 50th (ft) 82 69 81 107 48 Queue Length 95th (ft) 158 123 106 167 81 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2288 324 2855 383 780 Starvation Cap Reductn 0 0 1341 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.38 0.26 0.37 0.37 0.25 Intersection Summary 2015 AM Background-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 89 430 375 221 148 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 28.0 47.0 45.0 45.0 75.0 Total Split (%) 23.3% 39.2% 37.5% 37.5% 63% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min None None None C-Max Act Effct Green (s) 13.2 89.4 72.2 22.6 22.6 Actuated g/C Ratio 0.11 0.74 0.60 0.19 0.19 v/c Ratio 0.50 0.18 0.26 0.71 0.53 Control Delay 54.0 4.6 12.4 57.5 21.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.0 4.6 12.4 57.5 21.3 LOS D A B E C Approach Delay 13.1 12.4 33.8 Approach LOS B B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 6:EBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 20.3 Intersection LOS: C Intersection Capacity Utilization 45.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 1 02 } 108 28 s 1 147S 145 06 R 75 s 1 s 2015 AM Background-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 97 467 533 214 405 v/c Ratio 0.50 0.18 0.26 0.71 0.53 Control Delay 54.0 4.6 12.4 57.5 21.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.0 4.6 12.4 57.5 21.3 Queue Length 50th (ft) 59 32 87 172 69 Queue Length 95th (ft) 133 105 161 242 111 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 354 2636 2068 550 1204 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.27 0.18 0.26 0.39 0.34 Intersection Summary 2015 AM Background-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 1/12/2015 Intersection Int Delay, s/veh 4.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 178 293 0 0 372 82 0 0 0 56 0 98 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 0 Grade, % - 0 - - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 193 318 0 0 404 89 0 0 0 61 0 107 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 493 0 0 318 0 0 907 1198 159 995 1154 247 Stage - - - - - - 705 705 - 449 449 - Stage 2 - - 202 493 - 546 705 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1067 1239 231 184 858 199 196 753 Stage - - 393 437 - 559 571 - Stage 2 - - 781 545 - 490 437 - Platoon blocked, % Mov Cap-1 Maneuver 1067 1239 171 151 858 171 161 753 Mov Cap-2 Maneuver - - 171 151 - 171 161 - Stage 1 322 358 458 571 Stage 2 671 545 401 358 Approach EB WB NB SIB HCM Control Delay, s 3.4 0 0 20.3 HCM LOS A C Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1067 1239 171 753 HCM Lane V/C Ratio 0.181 - 0.356 0.141 HCM Control Delay (s) 0 0 0 9.1 0 37.3 10.6 HCM Lane LOS A A A A A E B HCM 95th %tile Q(veh) - - - 0.7 0 1.5 0.5 2015 AM Background-2.syn Synchro 8 Report Page 9 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 14.2 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 424 523 306 343 Demand Flow Rate, veh/h 433 533 312 349 Vehicles Circulating, veh/h 349 366 453 524 Vehicles Exiting, veh/h 524 399 329 375 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 12.7 17.4 11.1 13.9 Approach LOS B C B 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 433 533 312 349 Cap Entry Lane, veh/h 797 784 718 669 Entry HV Adj Factor 0.980 0.982 0.981 0.982 Flow Entry, veh/h 424 523 306 343 Cap Entry, veh/h 781 770 704 657 V/C Ratio 0.543 0.680 0.434 0.522 Control Delay, s/veh 12.7 17.4 11.1 13.9 LOS B C B B 95th %tile Queue, veh 3 5 2 3 2015 AM Background-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 57 5 223 58 4 287 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 62 5 242 63 4 312 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 595 274 0 0 305 0 Stage 1 274 - - - - - Stage 2 321 - - 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 467 765 1256 Stage 1 772 - - Stage 2 735 - - Platoon blocked, % Mov Cap-1 Maneuver 465 765 1256 Mov Cap-2 Maneuver 465 - - Stage 1 772 Stage 2 732 Approach WB NB SIB HCM Control Delay, s 13.6 0 0.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 465 765 1256 HCM Lane V/C Ratio 0.133 0.007 0.003 HCM Control Delay (s) 13.9 9.7 7.9 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.5 0 0 - 2015 AM Background-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Dove & Verizon 1/25/2015 Intersection Int Delay, s/veh 1.5 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 160 472 470 0 0 19 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 174 513 511 0 0 21 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 511 0 0 1115 255 Stage 1 - - - 511 - Stage 2 - 604 - 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 1050 202 744 Stage 1 - 567 - Stage 2 - 508 - Platoon blocked, % Mov Cap-1 Maneuver 1050 169 744 Mov Cap-2 Maneuver - 169 - Stage 1 567 Stage 2 424 Approach EB WB SIB HCM Control Delay, s 2.3 0 10 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1050 744 HCM Lane V/C Ratio 0.166 0.028 HCM Control Delay (s) 9.1 0 10 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0.6 0.1 2015 AM Background-2.syn Synchro 8 Report Page 1 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 195 284 909 141 122 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 36.0 52.0 32.0 32.0 88.0 Total Split (%) 30.0% 43.3% 26.7% 26.7% 73% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 58.5 33.5 96.0 16.0 16.0 Actuated g/C Ratio 0.49 0.28 0.80 0.13 0.13 v/c Ratio 0.25 0.63 0.35 0.65 0.45 Control Delay 11.4 35.2 2.7 61.4 27.6 Queue Delay 0.0 0.3 0.3 0.0 0.0 Total Delay 11.4 35.4 3.0 61.4 27.6 LOS B D A E C Approach Delay 11.4 10.7 40.7 Approach LOS B B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.65 Intersection Signal Delay: 16.5 Intersection LOS: B Intersection Capacity Utilization 49.8% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 2 R 04 88 s 32 s 05 6 52 s1 136S 2015 PM Background-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 424 309 988 153 243 v/c Ratio 0.25 0.63 0.35 0.65 0.45 Control Delay 11.4 35.2 2.7 61.4 27.6 Queue Delay 0.0 0.3 0.3 0.0 0.0 Total Delay 11.4 35.4 3.0 61.4 27.6 Queue Length 50th (ft) 46 141 36 114 50 Queue Length 95th (ft) 105 199 115 175 85 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 1701 708 2830 413 854 Starvation Cap Reductn 0 84 1120 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.25 0.50 0.58 0.37 0.28 Intersection Summary 2015 PM Background-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 57 278 570 614 171 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 22.0 49.0 49.0 49.0 71.0 Total Split (%) 18.3% 40.8% 40.8% 40.8% 59% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 10.0 78.7 64.7 33.3 33.3 Actuated g/C Ratio 0.08 0.66 0.54 0.28 0.28 v/c Ratio 0.42 0.13 0.42 0.75 0.64 Control Delay 70.3 6.3 18.4 49.2 39.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 70.3 6.3 18.4 49.2 39.7 LOS E A B D D Approach Delay 17.2 18.4 43.2 Approach LOS B B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 62 (52%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 29.2 Intersection LOS: C Intersection Capacity Utilization 49.8% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 02 R t08 22 s 49 s A49 --*06 71s s 2015 PM Background-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 62 302 777 333 577 v/c Ratio 0.42 0.13 0.42 0.75 0.64 Control Delay 70.3 6.3 18.4 49.2 39.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 70.3 6.3 18.4 49.2 39.7 Queue Length 50th (ft) 44 16 173 257 210 Queue Length 95th (ft) 98 47 286 329 240 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 265 2321 1864 603 1224 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.23 0.13 0.42 0.55 0.47 Intersection Summary 2015 PM Background-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 1/12/2015 Intersection Int Delay, s/veh 6.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 62 268 0 0 279 35 0 0 0 115 0 315 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 0 Grade, % - 0 - - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 67 291 0 0 303 38 0 0 0 125 0 342 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 341 0 0 291 0 0 578 767 146 602 748 171 Stage - - - - - - 426 426 - 322 322 - Stage 2 - - 152 341 - 280 426 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1215 1268 399 331 875 383 339 843 Stage - - 577 584 - 664 650 - Stage 2 - - 835 637 - 703 584 - Platoon blocked, % Mov Cap-1 Maneuver 1215 1268 227 313 875 367 320 843 Mov Cap-2 Maneuver - - 227 313 - 367 320 - Stage 1 545 552 627 650 Stage 2 496 637 664 552 Approach EB WB NB SIB HCM Control Delay, s 1.5 0 0 14.2 HCM LOS A B Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1215 1268 367 843 HCM Lane V/C Ratio 0.055 - 0.341 0.406 HCM Control Delay (s) 0 0 0 8.1 0 19.8 12.2 HCM Lane LOS A A A A A C B HCM 95th %tile Q(veh) - - - 0.2 0 1.5 2 2015 PM Background-2.syn Synchro 8 Report Page 9 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 12.2 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 455 437 421 167 Demand Flow Rate, veh/h 464 446 430 171 Vehicles Circulating, veh/h 206 333 450 419 Vehicles Exiting, veh/h 384 547 220 360 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 10.5 12.7 15.3 7.6 Approach LOS B B 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 464 446 430 171 Cap Entry Lane, veh/h 920 810 720 743 Entry HV Adj Factor 0.980 0.980 0.979 0.978 Flow Entry, veh/h 455 437 421 167 Cap Entry, veh/h 901 794 706 727 V/C Ratio 0.505 0.551 0.597 0.230 Control Delay, s/veh 10.5 12.7 15.3 7.6 LOS B B C A 95th %tile Queue, veh 3 3 4 1 2015 PM Background-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 43 3 274 39 6 186 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 47 3 298 42 7 202 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 534 319 0 0 340 0 Stage 1 319 - - - - - Stage 2 215 - - 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 507 722 1219 Stage 1 737 - - Stage 2 821 - - Platoon blocked, % Mov Cap-1 Maneuver 504 722 1219 Mov Cap-2 Maneuver 504 - - Stage 1 737 Stage 2 816 Approach WB NB SIB HCM Control Delay, s 12.7 0 0.2 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 504 722 1219 HCM Lane V/C Ratio 0.093 0.005 0.005 HCM Control Delay (s) 12.9 10 8 0 HCM Lane LOS B B A A HCM 95th %tile Q(veh) 0.3 0 0 - 2015 PM Background-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Dove & Verizon 1/25/2015 Intersection Int Delay, s/veh 1.4 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 305 594 0 0 120 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None None - None Storage Length 100 - 0 0 Veh in Median Storage, # - 0 0 0 - Grade, % - 0 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 332 646 0 0 130 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 646 0 0 812 323 Stage 1 - - - 646 - Stage 2 - 166 - 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 935 317 673 Stage 1 - 484 - Stage 2 - 846 - Platoon blocked, % Mov Cap-1 Maneuver 935 317 673 Mov Cap-2 Maneuver - 317 - Stage 1 484 Stage 2 846 Approach EB WB SIB HCM Control Delay, s 0 0 11.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 SBLn2 Capacity (veh/h) 935 673 HCM Lane V/C Ratio - 0.194 HCM Control Delay (s) 0 0 11.6 HCM Lane LOS A A B HCM 95th %tile Q(veh) 0 0.7 2015 PM Background-2.syn Synchro 8 Report Page 1 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 95 87 255 49 103 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 47.0 40.0 33.0 33.0 87.0 Total Split (%) 39.2% 33.3% 27.5% 27.5% 73% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 86.5 12.0 102.5 9.5 9.5 Actuated g/C Ratio 0.72 0.10 0.85 0.08 0.08 v/c Ratio 0.13 0.54 0.09 0.38 0.48 Control Delay 2.3 41.4 1.1 59.6 48.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 2.3 41.4 1.1 59.6 48.2 LOS A D A E D Approach Delay 2.3 11.4 51.3 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.54 Intersection Signal Delay: 17.0 Intersection LOS: B Intersection Capacity Utilization 27.3% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 02 R 04 87 s 335 05 6 40 s1 147S 2015 Sat Background-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 310 95 277 53 142 v/c Ratio 0.13 0.54 0.09 0.38 0.48 Control Delay 2.3 41.4 1.1 59.6 48.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 2.3 41.4 1.1 59.6 48.2 Queue Length 50th (ft) 10 39 6 40 45 Queue Length 95th (ft) 30 94 9 80 77 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2354 531 3022 427 847 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.13 0.18 0.09 0.12 0.17 Intersection Summary 2015 Sat Background-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 48 98 142 174 118 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 32.0 42.0 46.0 46.0 74.0 Total Split (%) 26.7% 35.0% 38.3% 38.3% 62% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 8.9 97.3 84.4 14.7 14.7 Actuated g/C Ratio 0.07 0.81 0.70 0.12 0.12 v/c Ratio 0.40 0.04 0.11 0.61 0.57 Control Delay 55.1 5.6 4.2 62.2 50.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 55.1 5.6 4.2 62.2 50.3 LOS E A A E D Approach Delay 21.8 4.2 54.3 Approach LOS C A D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 48 (40%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.61 Intersection Signal Delay: 31.1 Intersection LOS: C Intersection Capacity Utilization 27.3% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 02 R 142 t08 32 s s --*06 74 s 46 s 2015 Sat Background-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 52 107 253 119 238 v/c Ratio 0.40 0.04 0.11 0.61 0.57 Control Delay 55.1 5.6 4.2 62.2 50.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 55.1 5.6 4.2 62.2 50.3 Queue Length 50th (ft) 42 19 17 97 89 Queue Length 95th (ft) 85 33 40 157 125 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 413 2870 2372 563 1153 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.13 0.04 0.11 0.21 0.21 Intersection Summary 2015 Sat Background-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 1/12/2015 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 49 85 0 0 116 17 0 0 0 9 0 55 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 0 Grade, % - 0 - - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 53 92 0 0 126 18 0 0 0 10 0 60 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 145 0 0 92 0 0 262 344 46 288 334 72 Stage - - - - - - 199 199 - 135 135 - Stage 2 - - 63 145 - 153 199 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1435 1501 670 577 1014 642 585 975 Stage - - 784 735 - 854 784 - Stage 2 - - 941 776 - 834 735 - Platoon blocked, % Mov Cap-1 Maneuver 1435 1501 611 556 1014 624 563 975 Mov Cap-2 Maneuver - - 611 556 - 624 563 - Stage 1 755 708 822 784 Stage 2 883 776 803 708 Approach EB WB NB SIB HCM Control Delay, s 2.8 0 0 9.2 HCM LOS A A Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1435 1501 624 975 HCM Lane V/C Ratio 0.037 - 0.016 0.061 HCM Control Delay (s) 0 0 0 7.6 0 10.9 8.9 HCM Lane LOS A A A A A B A HCM 95th %tile Q(veh) - - - 0.1 0 0 0.2 2015 Sat Background-2.syn Synchro 8 Report Page 9 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 5.0 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 107 196 128 99 Demand Flow Rate, veh/h 109 200 130 100 Vehicles Circulating, veh/h 169 79 116 198 Vehicles Exiting, veh/h 129 167 162 81 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 4.9 5.3 4.8 4.9 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 109 200 130 100 Cap Entry Lane, veh/h 954 1044 1006 927 Entry HV Adj Factor 0.984 0.980 0.984 0.987 Flow Entry, veh/h 107 196 128 99 Cap Entry, veh/h 939 1024 990 915 V/C Ratio 0.114 0.192 0.129 0.108 Control Delay, s/veh 4.9 5.3 4.8 4.9 LOS A A A A 95th %tile Queue, veh 0 1 0 0 2015 Sat Background-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh M Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 44 5 134 28 5 117 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 48 5 146 30 5 127 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 299 161 0 0 176 0 Stage 1 161 - - - - - Stage 2 138 - - 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 692 884 1400 Stage 1 868 - - Stage 2 889 - - Platoon blocked, % Mov Cap-1 Maneuver 689 884 1400 Mov Cap-2 Maneuver 689 - - Stage 1 868 Stage 2 885 Approach WB NB SIB HCM Control Delay, s 10.4 0 0.3 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 689 884 1400 HCM Lane V/C Ratio 0.069 0.006 0.004 HCM Control Delay (s) 10.6 9.1 7.6 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.2 0 0 - 2015 Sat Background-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Dove & Verizon 1/25/2015 Intersection Int Delay, s/veh 0 Movement EBL EBT WBT WBR SBL SBR Vol, veh/h 0 135 233 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 147 253 0 0 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 253 0 0 326 127 Stage 1 - - - 253 - Stage 2 - 73 - 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 1309 643 900 Stage 1 - 766 - Stage 2 - 941 - Platoon blocked, % Mov Cap-1 Maneuver 1309 643 900 Mov Cap-2 Maneuver - 643 - Stage 1 766 Stage 2 941 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) 1309 HCM Lane V/C Ratio - HCM Control Delay (s) 0 0 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 2015 Sat Background-2.syn Synchro 8 Report Page 1 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 416 80 534 145 120 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 64.0 26.0 30.0 30.0 90.0 Total Split (%) 53.3% 21.7% 25.0% 25.0% 75% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 78.8 13.1 95.8 16.2 16.2 Actuated g/C Ratio 0.66 0.11 0.80 0.14 0.14 v/c Ratio 0.41 0.45 0.21 0.66 0.39 Control Delay 7.5 65.8 6.8 62.2 32.0 Queue Delay 0.0 0.0 0.2 0.0 0.0 Total Delay 7.5 65.8 6.9 62.2 32.0 LOS A E A E C Approach Delay 7.5 14.6 45.4 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.66 Intersection Signal Delay: 16.9 Intersection LOS: B Intersection Capacity Utilization 47.6% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 2 R 04 90 s 30 s 0536 26 s1 164S 2015 AM Total-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 913 87 580 158 198 v/c Ratio 0.41 0.45 0.21 0.66 0.39 Control Delay 7.5 65.8 6.8 62.2 32.0 Queue Delay 0.0 0.0 0.2 0.0 0.0 Total Delay 7.5 65.8 6.9 62.2 32.0 Queue Length 50th (ft) 98 72 83 118 48 Queue Length 95th (ft) 187 128 108 180 80 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2251 324 2826 383 780 Starvation Cap Reductn 0 0 1288 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.41 0.27 0.38 0.41 0.25 Intersection Summary 2015 AM Total-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 89 477 389 227 156 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 28.0 50.0 42.0 42.0 78.0 Total Split (%) 23.3% 41.7% 35.0% 35.0% 65% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min None None None C-Max Act Effct Green (s) 13.3 89.1 71.8 22.9 22.9 Actuated g/C Ratio 0.11 0.74 0.60 0.19 0.19 v/c Ratio 0.49 0.20 0.27 0.71 0.54 Control Delay 54.5 5.1 12.6 57.3 22.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.5 5.1 12.6 57.3 22.1 LOS D A B E C Approach Delay 12.8 12.6 34.1 Approach LOS B B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 6:EBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.71 Intersection Signal Delay: 20.3 Intersection LOS: C Intersection Capacity Utilization 47.6% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 1 02 } 108 28 s 1 150S 06 R 78 s 1142S 2015 AM Total-2.syn Synchro 8 Report Page 1 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 97 518 549 217 418 v/c Ratio 0.49 0.20 0.27 0.71 0.54 Control Delay 54.5 5.1 12.6 57.3 22.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 54.5 5.1 12.6 57.3 22.1 Queue Length 50th (ft) 68 57 92 173 74 Queue Length 95th (ft) 135 118 166 247 117 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 354 2628 2061 509 1134 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.27 0.20 0.27 0.43 0.37 Intersection Summary 2015 AM Total-2.syn Synchro 8 Report Page 2 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 15.9 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 455 544 321 357 Demand Flow Rate, veh/h 464 554 328 364 Vehicles Circulating, veh/h 349 392 473 561 Vehicles Exiting, veh/h 576 409 340 385 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 13.7 20.0 12.0 15.6 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 464 554 328 364 Cap Entry Lane, veh/h 797 764 704 645 Entry HV Adj Factor 0.981 0.982 0.978 0.980 Flow Entry, veh/h 455 544 321 357 Cap Entry, veh/h 782 750 689 632 V/C Ratio 0.582 0.726 0.466 0.565 Control Delay, s/veh 13.7 20.0 12.0 15.6 LOS B C B C 95th %tile Queue, veh 4 6 2 4 2015 AM Total-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh 1.5 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 57 12 230 58 8 293 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 62 13 250 63 9 318 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 618 282 0 0 313 0 Stage 1 282 - - - - - Stage 2 336 - - 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 453 757 1247 Stage 1 766 - - Stage 2 724 - - Platoon blocked, % Mov Cap-1 Maneuver 449 757 1247 Mov Cap-2 Maneuver 449 - - Stage 1 766 Stage 2 717 Approach WB NB SIB HCM Control Delay, s 13.5 0 0.2 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 449 757 1247 HCM Lane V/C Ratio 0.138 0.017 0.007 HCM Control Delay (s) 14.3 9.8 7.9 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.5 0.1 0 - 2015 AM Total-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 160 494 24 12 482 0 4 0 7 0 0 19 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 174 537 26 13 524 0 4 0 8 0 0 21 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 524 0 0 563 0 0 1186 1448 282 1166 1461 262 Stage - - - - - - 898 898 - 550 550 - Stage 2 - - 288 550 - 616 911 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1039 1005 144 130 715 149 128 737 Stage - - 301 356 - 487 514 - Stage 2 - - 695 514 - 445 351 - Platoon blocked, % Mov Cap-1 Maneuver 1039 1005 121 107 715 127 105 737 Mov Cap-2 Maneuver - - 121 107 - 127 105 - Stage 1 251 296 405 507 Stage 2 667 507 367 292 Approach EB WB NB SIB HCM Control Delay, s 2.2 0.2 19.7 10 HCM LOS C B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 257 1039 1005 737 HCM Lane V/C Ratio 0.047 0.167 0.013 0.028 HCM Control Delay (s) 19.7 9.2 8.6 0 10 HCM Lane LOS C A A A B HCM 95th %tile Q(veh) 0.1 0.6 0 - 0.1 2015 AM Total-2.syn Synchro 8 Report Page 15 HCM 2010 TWSC 6: SH 114 NBFR & Drive 2 1/25/2015 Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 10 585 9 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 11 636 10 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 641 322 0 0 Stage 1 641 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 413 575 Stage 1 352 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 413 575 Mov Cap-2 Maneuver 413 - Stage 1 352 Stage 2 - Approach WB NB HCM Control Delay, s 11.4 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 575 HCM Lane V/C Ratio 0.019 HCM Control Delay (s) 11.4 HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 2015 AM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 7: SH 114 NBFR & Drive 1 1/25/2015 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 15 579 15 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 16 629 16 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 638 322 0 0 Stage 1 638 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 414 575 Stage 1 353 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 414 575 Mov Cap-2 Maneuver 414 - Stage 1 353 Stage 2 - Approach WB NB HCM Control Delay, s 11.4 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 575 HCM Lane V/C Ratio 0.028 HCM Control Delay (s) 11.4 HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 2015 AM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 3: Kirkwood & Dove 1/25/2015 Intersection Int Delay, s/veh 5.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 178 301 22 34 384 82 11 7 21 56 6 98 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 - 0 Grade, % - 0 - - 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 193 327 24 37 417 89 12 8 23 61 7 107 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 507 0 0 327 0 0 1000 1294 164 1090 1250 253 Stage - - - - - - 714 714 - 536 536 - Stage 2 - - 286 580 - 554 714 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1054 1229 197 161 852 170 172 746 Stage - - 388 433 - 496 522 - Stage 2 - - 697 498 - 484 433 - Platoon blocked, % Mov Cap-1 Maneuver 1054 1229 137 128 852 133 136 746 Mov Cap-2 Maneuver - - 137 128 - 133 136 - Stage 1 317 354 405 506 Stage 2 572 483 377 354 Approach EB WB NB SIB HCM Control Delay, s 3.3 0.5 20.8 27.6 HCM LOS C D Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 137 128 852 1054 1229 133 658 HCM Lane V/C Ratio 0.087 0.059 0.027 0.184 0.03 0.482 0.167 HCM Control Delay (s) 33.8 34.9 9.3 9.2 8 55 11.6 HCM Lane LOS D D A A A F B HCM 95th %tile Q(veh) 0.3 0.2 0.1 0.7 0.1 2.2 0.6 2015 AM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 10: Kirkwood & Drive 4 1/25/2015 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 15 0 0 24 37 26 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 - 0 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 16 0 0 26 40 28 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 66 40 40 0 0 Stage 1 40 - - - - Stage 2 26 - - 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 939 1031 1570 Stage 1 982 - - Stage 2 997 - - Platoon blocked, % Mov Cap-1 Maneuver 939 1031 1570 Mov Cap-2 Maneuver 880 - - Stage 1 982 Stage 2 997 Approach EB NB SIB HCM Control Delay, s 9.2 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1570 880 HCM Lane V/C Ratio - 0.019 HCM Control Delay (s) 0 9.2 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 0.1 - 2015 AM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 11: Kirkwood & Drive 5 1/25/2015 Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 22 0 0 1 2 34 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - 150 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 24 0 0 1 2 37 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3 2 2 0 0 Stage 1 2 - - - - Stage 2 1 - - 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 1019 1082 1620 Stage 1 1021 - - Stage 2 1022 - - Platoon blocked, % Mov Cap-1 Maneuver 1019 1082 1620 Mov Cap-2 Maneuver 931 - - Stage 1 1021 Stage 2 1022 Approach EB NB SIB HCM Control Delay, s 9 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1620 931 HCM Lane V/C Ratio - 0.026 HCM Control Delay (s) 0 9 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 0.1 - 2015 AM Total-2.syn Synchro 8 Report Page 3 HCM 2010 TWSC 12: Kirkwood & Drive 6 1/25/2015 Intersection Int Delay, s/veh 2.8 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 1 0 0 0 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 - Veh in Median Storage, # 0 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 0 0 0 0 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1 1 2 0 0 Stage 1 1 - - - - Stage 2 0 - - 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 1022 1084 1620 Stage 1 1022 - - Stage 2 - - - Platoon blocked, % Mov Cap-1 Maneuver 1022 1084 1620 Mov Cap-2 Maneuver 1022 - - Stage 1 1022 Stage 2 - Approach EB NB SIB HCM Control Delay, s 8.5 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1620 1022 HCM Lane V/C Ratio - 0.001 HCM Control Delay (s) 0 8.5 HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 2015 AM Total-2.syn Synchro 8 Report Page 4 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 255 310 1075 196 122 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 36.0 52.0 32.0 32.0 88.0 Total Split (%) 30.0% 43.3% 26.7% 26.7% 73% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 50.4 37.5 91.9 20.1 20.1 Actuated g/C Ratio 0.42 0.31 0.77 0.17 0.17 v/c Ratio 0.33 0.61 0.43 0.72 0.38 Control Delay 18.7 30.1 6.3 60.2 24.4 Queue Delay 0.0 0.6 0.6 0.0 0.0 Total Delay 18.7 30.7 6.9 60.2 24.4 LOS B C A E C Approach Delay 18.7 12.2 41.1 Approach LOS B B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 18.9 Intersection LOS: B Intersection Capacity Utilization 66.0% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 2 R 04 88 s 32 s 05 6 52 s1 136S 2015 PM Total-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 489 337 1168 213 243 v/c Ratio 0.33 0.61 0.43 0.72 0.38 Control Delay 18.7 30.1 6.3 60.2 24.4 Queue Delay 0.0 0.6 0.6 0.0 0.0 Total Delay 18.7 30.7 6.9 60.2 24.4 Queue Length 50th (ft) 86 155 60 159 47 Queue Length 95th (ft) 165 288 422 225 80 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 1480 708 2709 413 854 Starvation Cap Reductn 0 129 1047 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.33 0.58 0.70 0.52 0.28 Intersection Summary 2015 PM Total-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 57 394 721 655 221 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 22.0 49.0 49.0 49.0 71.0 Total Split (%) 18.3% 40.8% 40.8% 40.8% 59% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 12.5 76.7 60.1 35.3 35.3 Actuated g/C Ratio 0.10 0.64 0.50 0.29 0.29 v/c Ratio 0.34 0.19 0.55 0.75 0.68 Control Delay 72.3 9.0 23.6 47.9 39.8 Queue Delay 0.0 0.0 0.0 0.3 0.1 Total Delay 72.3 9.0 23.6 48.2 39.8 LOS E A C D D Approach Delay 17.0 23.6 42.8 Approach LOS B C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 62 (52%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 30.2 Intersection LOS: C Intersection Capacity Utilization 66.0% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 02 R t08 22 s 49 s A49 --*06 71s s 2015 PM Total-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 62 428 951 356 653 v/c Ratio 0.34 0.19 0.55 0.75 0.68 Control Delay 72.3 9.0 23.6 47.9 39.8 Queue Delay 0.0 0.0 0.0 0.3 0.1 Total Delay 72.3 9.0 23.6 48.2 39.8 Queue Length 50th (ft) 50 40 254 272 239 Queue Length 95th (ft) 98 73 399 352 273 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 265 2261 1739 603 1226 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 35 53 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.23 0.19 0.55 0.63 0.56 Intersection Summary 2015 PM Total-2.syn Synchro 8 Report Page 6 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 19.5 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 629 507 486 192 Demand Flow Rate, veh/h 642 517 496 197 Vehicles Circulating, veh/h 206 438 578 556 Vehicles Exiting, veh/h 547 636 270 399 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 16.2 19.9 27.4 9.7 Approach LOS C C D 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 642 517 496 197 Cap Entry Lane, veh/h 920 729 634 648 Entry HV Adj Factor 0.980 0.980 0.980 0.976 Flow Entry, veh/h 629 507 486 192 Cap Entry, veh/h 901 715 621 632 V/C Ratio 0.698 0.709 0.782 0.304 Control Delay, s/veh 16.2 19.9 27.4 9.7 LOS C C D A 95th %tile Queue, veh 6 6 7 1 2015 PM Total-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh E Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 43 26 311 39 32 206 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 47 28 338 42 35 224 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 652 359 0 0 380 0 Stage 1 359 - - - - - Stage 2 293 - - 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 433 685 1178 Stage 1 707 - - Stage 2 757 - - Platoon blocked, % Mov Cap-1 Maneuver 418 685 1178 Mov Cap-2 Maneuver 418 - - Stage 1 707 Stage 2 731 Approach WB NB SIB HCM Control Delay, s 13.1 0 1.1 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 418 685 1178 HCM Lane V/C Ratio 0.112 0.041 0.03 HCM Control Delay (s) 14.7 10.5 8.1 0 HCM Lane LOS B B A A HCM 95th %tile Q(veh) 0.4 0.1 0.1 - 2015 PM Total-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 1.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 351 70 23 745 0 10 0 50 0 0 120 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 382 76 25 810 0 11 0 54 0 0 130 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 810 0 0 458 0 0 875 1280 229 1051 1318 405 Stage - - - - - - 420 420 - 860 860 - Stage 2 - - 455 860 - 191 458 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 812 1099 243 165 774 181 156 595 Stage - - 581 588 - 317 371 - Stage 2 - - 554 371 - 792 565 - Platoon blocked, % Mov Cap-1 Maneuver 812 1099 186 161 774 165 152 595 Mov Cap-2 Maneuver - - 186 161 - 165 152 - Stage 1 581 588 317 363 Stage 2 423 363 736 565 Approach EB WB NB SIB HCM Control Delay, s 0 0.3 13.1 12.7 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 507 812 1099 595 HCM Lane V/C Ratio 0.129 - 0.023 0.219 HCM Control Delay (s) 13.1 0 8.4 0 12.7 HCM Lane LOS B A A A B HCM 95th %tile Q(veh) 0.4 0 0.1 - 0.8 2015 PM Total-2.syn Synchro 8 Report Page 15 HCM 2010 TWSC 6: SH 114 NBFR & Drive 2 1/25/2015 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 65 938 46 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 71 1020 50 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 1045 534 0 0 Stage 1 1045 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 241 420 Stage 1 185 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 241 420 Mov Cap-2 Maneuver 241 - Stage 1 185 Stage 2 - Approach WB NB HCM Control Delay, s 15.3 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 420 HCM Lane V/C Ratio 0.168 HCM Control Delay (s) 15.3 HCM Lane LOS C HCM 95th %tile Q(veh) 0.6 2015 PM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 7: SH 114 NBFR & Drive 1 1/25/2015 Intersection Int Delay, s/veh 1.5 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 101 884 84 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 110 961 91 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 1007 525 0 0 Stage 1 1007 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 253 426 Stage 1 197 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 253 426 Mov Cap-2 Maneuver 253 - Stage 1 197 Stage 2 - Approach WB NB HCM Control Delay, s 16.4 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 426 HCM Lane V/C Ratio 0.258 HCM Control Delay (s) 16.4 HCM Lane LOS C HCM 95th %tile Q(veh 2015 PM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 3: Kirkwood & Dove 1/25/2015 Intersection Int Delay, s/veh 81.5 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 EBL EBT EBR WBL WBT WBR NBL NBT NBR 62 319 46 125 302 35 151 15 111 0 0 0 0 0 0 0 0 0 Free Free Free Free Free Free Stop Stop Stop - None - None - None 150 150 150 150 150 - 0 - - 0 - 0 - 19:1�.9:��.9:1:7 115 70 315 0 0 0 Stop Stop Stop - - None - 0 - - 0 - - 0 - - 92 92 92 92 92 92 92 92 92 92 2 2 2 2 2 2 2 2 2 2 67 347 50 136 328 38 164 16 121 125 0 0 92 92 2 2 76 342 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 366 0 0 347 0 0 956 1120 173 935 1101 183 Stage - - - - - - 482 482 - 619 619 - Stage 2 - - 474 638 - 316 482 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1189 1209 213 205 840 220 211 828 Stage - - 534 552 - 443 478 - Stage 2 - - 540 469 - 670 552 - Platoon blocked, % Mov Cap-1 Maneuver 1189 1209 - 73 172 840 153 177 828 Mov Cap-2 Maneuver - - - 73 172 - 153 177 - Stage 1 504 521 418 424 Stage 2 231 416 524 521 Approach EB WB NB SIB HCM Control Delay, s 1.2 2.3 $ 383.9 55.8 HCM LOS F F Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 73 172 840 1189 1209 158 605 HCM Lane V/C Ratio 2.248 0.095 0.144 0.057 0.112 1.032 0.629 HCM Control Delay (s) $ 694.1 28.1 10 8.2 8.4 138.1 20.5 HCM Lane LOS F D B A A F C HCM 95th %tile Q(veh) 15.4 0.3 0.5 0.2 0.4 8.1 4.4 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2015 PM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 10: Kirkwood & Drive 4 1/25/2015 Intersection Int Delay, s/veh 2.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 106 0 0 171 139 102 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 - 0 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 115 0 0 186 151 111 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 337 151 151 0 0 Stage 1 151 - - - - Stage 2 186 - - 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 658 895 1430 Stage 1 877 - - Stage 2 846 - - Platoon blocked, % Mov Cap-1 Maneuver 658 895 1430 Mov Cap-2 Maneuver 693 - - Stage 1 877 Stage 2 846 Approach EB NB SIB HCM Control Delay, s 11.2 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1430 693 HCM Lane V/C Ratio - 0.166 HCM Control Delay (s) 0 11.2 0 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0 0.6 - 2015 PM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 11: Kirkwood & Drive 5 1/25/2015 Intersection Int Delay, s/veh 5.1 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 161 0 0 10 9 130 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - 150 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 175 0 0 11 10 141 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 21 10 10 0 0 Stage 1 10 - - - - Stage 2 11 - - 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 996 1071 1610 Stage 1 1013 - - Stage 2 1012 - - Platoon blocked, % Mov Cap-1 Maneuver 996 1071 1610 Mov Cap-2 Maneuver 917 - - Stage 1 1013 Stage 2 1012 Approach EB NB SIB HCM Control Delay, s 9.8 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1610 917 HCM Lane V/C Ratio - 0.191 HCM Control Delay (s) 0 9.8 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 0.7 - 2015 PM Total-2.syn Synchro 8 Report Page 3 HCM 2010 TWSC 12: Kirkwood & Drive 6 1/25/2015 Intersection Int Delay, s/veh 4.5 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 10 0 0 0 0 9 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 - Veh in Median Storage, # 0 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 11 0 0 0 0 10 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 5 5 10 0 0 Stage 1 5 - - - - Stage 2 0 - - 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 1017 1078 1610 Stage 1 1018 - - Stage 2 - - - Platoon blocked, % Mov Cap-1 Maneuver 1017 1078 1610 Mov Cap-2 Maneuver 1017 - - Stage 1 1018 Stage 2 - Approach EB NB SIB HCM Control Delay, s 8.6 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1610 1017 HCM Lane V/C Ratio - 0.011 HCM Control Delay (s) 0 8.6 HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 2015 PM Total-2.syn Synchro 8 Report Page 4 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 240 127 389 143 103 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 47.0 40.0 33.0 33.0 87.0 Total Split (%) 39.2% 33.3% 27.5% 27.5% 73% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 76.4 15.8 96.2 15.8 15.8 Actuated g/C Ratio 0.64 0.13 0.80 0.13 0.13 v/c Ratio 0.22 0.59 0.15 0.67 0.30 Control Delay 6.6 50.0 3.8 62.9 38.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 6.6 50.0 3.8 62.9 38.8 LOS A D A E D Approach Delay 6.6 15.1 51.4 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.67 Intersection Signal Delay: 20.2 Intersection LOS: C Intersection Capacity Utilization 37.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 02 R 04 87 s 335 05 6 40 s1 147S 2015 Sat Total-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 468 138 423 155 142 v/c Ratio 0.22 0.59 0.15 0.67 0.30 Control Delay 6.6 50.0 3.8 62.9 38.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 6.6 50.0 3.8 62.9 38.8 Queue Length 50th (ft) 42 101 40 116 43 Queue Length 95th (ft) 87 178 100 178 71 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2173 531 2837 427 847 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.22 0.26 0.15 0.36 0.17 Intersection Summary 2015 Sat Total-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 48 337 262 228 218 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 32.0 42.0 46.0 46.0 74.0 Total Split (%) 26.7% 35.0% 38.3% 38.3% 62% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 9.6 92.5 78.9 19.5 19.5 Actuated g/C Ratio 0.08 0.77 0.66 0.16 0.16 v/c Ratio 0.37 0.13 0.18 0.67 0.64 Control Delay 55.2 7.4 8.0 59.1 50.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 55.2 7.4 8.0 59.1 50.3 LOS E A A E D Approach Delay 13.3 8.0 53.2 Approach LOS B A D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 48 (40%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.67 Intersection Signal Delay: 27.2 Intersection LOS: C Intersection Capacity Utilization 37.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 02 R 142 t08 32 s s --*06 74 s 46 s 2015 Sat Total-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 52 366 406 174 351 v/c Ratio 0.37 0.13 0.18 0.67 0.64 Control Delay 55.2 7.4 8.0 59.1 50.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 55.2 7.4 8.0 59.1 50.3 Queue Length 50th (ft) 42 72 48 140 136 Queue Length 95th (ft) 87 96 93 209 175 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 413 2728 2241 563 1162 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.13 0.13 0.18 0.31 0.30 Intersection Summary 2015 Sat Total-2.syn Synchro 8 Report Page 6 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 7.4 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 323 298 238 147 Demand Flow Rate, veh/h 329 304 242 149 Vehicles Circulating, veh/h 169 228 233 414 Vehicles Exiting, veh/h 394 247 265 118 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 7.6 7.8 7.0 7.1 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 329 304 242 149 Cap Entry Lane, veh/h 954 900 895 747 Entry HV Adj Factor 0.981 0.980 0.983 0.985 Flow Entry, veh/h 323 298 238 147 Cap Entry, veh/h 936 882 880 735 V/C Ratio 0.345 0.338 0.270 0.199 Control Delay, s/veh 7.6 7.8 7.0 7.1 LOS A A A A 95th %tile Queue, veh 2 2 1 1 2015 Sat Total-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh 2.4 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 44 42 199 28 39 177 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 48 46 216 30 42 192 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 509 232 0 0 247 0 Stage 1 232 - - - - - Stage 2 277 - - 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 524 807 1319 Stage 1 807 - - Stage 2 770 - - Platoon blocked, % Mov Cap-1 Maneuver 505 807 1319 Mov Cap-2 Maneuver 505 - - Stage 1 807 Stage 2 742 Approach WB NB SIB HCM Control Delay, s 11.3 0 1.4 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 505 807 1319 HCM Lane V/C Ratio 0.095 0.057 0.032 HCM Control Delay (s) 12.9 9.7 7.8 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.3 0.2 0.1 - 2015 Sat Total-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 2.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 244 130 72 339 0 33 0 67 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 265 141 78 368 0 36 0 73 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 368 0 0 407 0 0 677 861 203 658 932 184 Stage - - - - - - 336 336 - 525 525 - Stage 2 - - 341 525 - 133 407 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1187 1148 339 292 804 350 265 827 Stage - - 652 640 - 504 528 - Stage 2 - - 647 528 - 857 596 - Platoon blocked, % Mov Cap-1 Maneuver 1187 1148 321 272 804 302 247 827 Mov Cap-2 Maneuver - - 321 272 - 302 247 - Stage 1 652 640 504 492 Stage 2 603 492 779 596 Approach EB WB NB SIB HCM Control Delay, s 0 1.5 13.4 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 537 1187 1148 HCM Lane V/C Ratio 0.202 - 0.068 HCM Control Delay (s) 13.4 0 8.4 0 0 HCM Lane LOS B A A A A HCM 95th %tile Q(veh) 0.8 0 0.2 2015 Sat Total-2.syn Synchro 8 Report Page 15 HCM 2010 TWSC 6: SH 114 NBFR & Drive 2 1/25/2015 Intersection Int Delay, s/veh 2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 107 516 65 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 116 561 71 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 596 315 0 0 Stage 1 596 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 438 581 Stage 1 377 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 438 581 Mov Cap-2 Maneuver 438 - Stage 1 377 Stage 2 - Approach WB NB HCM Control Delay, s 12.7 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 581 HCM Lane V/C Ratio 0.2 HCM Control Delay (s) 12.7 HCM Lane LOS B HCM 95th %tile Q(veh) 0.7 2015 Sat Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 7: SH 114 NBFR & Drive 1 1/25/2015 Intersection Int Delay, s/veh 3.7 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 187 394 101 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 203 428 110 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 483 268 0 0 Stage 1 483 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 508 622 Stage 1 450 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 508 622 Mov Cap-2 Maneuver 508 - Stage 1 450 Stage 2 - Approach WB NB HCM Control Delay, s 13.6 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 622 HCM Lane V/C Ratio 0.327 HCM Control Delay (s) 13.6 HCM Lane LOS B HCM 95th %tile Q(veh) 1.4 2015 Sat Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 3: Kirkwood & Dove 1/25/2015 Intersection Int Delay, s/veh 11.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 49 152 108 166 188 17 107 33 134 9 80 55 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 - 0 Grade, % - 0 - - 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 53 165 117 180 204 18 116 36 146 10 87 60 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 223 0 0 165 0 0 779 856 83 781 846 111 Stage - - - - - - 272 272 - 574 574 - Stage 2 - - 507 584 - 207 272 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1343 1411 286 294 960 285 298 921 Stage - - 711 683 - 471 501 - Stage 2 - - 516 496 - 776 683 - Platoon blocked, % Mov Cap-1 Maneuver 1343 1411 172 246 960 189 250 921 Mov Cap-2 Maneuver - - 172 246 - 189 250 - Stage 1 683 656 452 437 Stage 2 337 433 598 656 Approach EB WB NB SIB HCM Control Delay, s 1.2 3.5 31.1 18.9 HCM LOS D C Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 172 246 960 1343 1411 236 432 HCM Lane V/C Ratio 0.676 0.146 0.152 0.04 0.128 0.226 0.239 HCM Control Delay (s) 61.1 22.1 9.4 7.8 7.9 24.6 15.9 HCM Lane LOS F C A A A C C HCM 95th %tile Q(veh) 4 0.5 0.5 0.1 0.4 0.8 0.9 2015 Sat Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 10: Kirkwood & Drive 4 1/25/2015 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 73 0 0 200 210 145 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 - 0 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 0 0 217 228 158 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 445 228 228 0 0 Stage 1 228 - - - - Stage 2 217 - - 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 571 811 1340 Stage 1 810 - - Stage 2 819 - - Platoon blocked, % Mov Cap-1 Maneuver 571 811 1340 Mov Cap-2 Maneuver 632 - - Stage 1 810 Stage 2 819 Approach EB NB SIB HCM Control Delay, s 11.5 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1340 632 HCM Lane V/C Ratio - 0.126 HCM Control Delay (s) 0 11.5 0 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0 0.4 - 2015 Sat Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 11: Kirkwood & Drive 5 1/25/2015 Intersection Int Delay, s/veh 4.6 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 187 0 0 13 14 195 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - 150 Veh in Median Storage, # 1 - 0 0 - Grade, % 0 - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 203 0 0 14 15 212 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 29 15 15 0 0 Stage 1 15 - - - - Stage 2 14 - - 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 986 1065 1603 Stage 1 1008 - - Stage 2 1009 - - Platoon blocked, % Mov Cap-1 Maneuver 986 1065 1603 Mov Cap-2 Maneuver 910 - - Stage 1 1008 Stage 2 1009 Approach EB NB SIB HCM Control Delay, s 10.1 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1603 910 HCM Lane V/C Ratio - 0.223 HCM Control Delay (s) 0 10.1 0 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0 0.9 - 2015 Sat Total-2.syn Synchro 8 Report Page 3 HCM 2010 TWSC 12: Kirkwood & Drive 6 1/25/2015 Intersection Int Delay, s/veh 4.1 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 13 0 0 0 0 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 - Veh in Median Storage, # 0 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 14 0 0 0 0 15 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 8 8 15 0 0 Stage 1 8 - - - - Stage 2 0 - - 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 1013 1074 1603 Stage 1 1015 - - Stage 2 - - - Platoon blocked, % Mov Cap-1 Maneuver 1013 1074 1603 Mov Cap-2 Maneuver 1013 - - Stage 1 1015 Stage 2 - Approach EB NB SIB HCM Control Delay, s 8.6 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1603 1013 HCM Lane V/C Ratio - 0.014 HCM Control Delay (s) 0 8.6 HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 2015 Sat Total-2.syn Synchro 8 Report Page 4 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 466 92 632 161 146 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 66.0 24.0 30.0 30.0 90.0 Total Split (%) 55.0% 20.0% 25.0% 25.0% 75% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 75.6 14.9 94.6 17.4 17.4 Actuated g/C Ratio 0.63 0.12 0.79 0.14 0.14 v/c Ratio 0.49 0.45 0.25 0.68 0.44 Control Delay 9.4 56.1 3.5 61.4 34.1 Queue Delay 0.0 0.0 0.3 0.0 0.0 Total Delay 9.4 56.1 3.8 61.4 34.1 LOS A E A E C Approach Delay 9.4 10.4 45.6 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 16.4 Intersection LOS: B Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 2 R 04 90 s 30 s 05 6 24 s1 166S 2020 AM Background-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 1068 100 687 175 242 v/c Ratio 0.49 0.45 0.25 0.68 0.44 Control Delay 9.4 56.1 3.5 61.4 34.1 Queue Delay 0.0 0.0 0.3 0.0 0.0 Total Delay 9.4 56.1 3.8 61.4 34.1 Queue Length 50th (ft) 138 77 35 131 63 Queue Length 95th (ft) 252 114 108 195 97 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2182 298 2788 383 784 Starvation Cap Reductn 0 0 1395 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.49 0.34 0.49 0.46 0.31 Intersection Summary 2020 AM Background-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 108 524 457 268 180 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 26.0 48.0 46.0 46.0 74.0 Total Split (%) 21.7% 40.0% 38.3% 38.3% 62% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 15.1 85.1 66.0 26.9 26.9 Actuated g/C Ratio 0.13 0.71 0.55 0.22 0.22 v/c Ratio 0.52 0.23 0.34 0.72 0.55 Control Delay 49.5 4.0 16.6 53.7 19.7 Queue Delay 0.0 0.2 0.0 0.0 0.0 Total Delay 49.5 4.2 16.6 53.7 19.7 LOS D A B D B Approach Delay 11.9 16.6 31.4 Approach LOS B B C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 67 (56%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 20.4 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 01 02 R t 48 26 s 1 148S --*06 74 s 46 s 2020 AM Background-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 117 570 648 259 494 v/c Ratio 0.52 0.23 0.34 0.72 0.55 Control Delay 49.5 4.0 16.6 53.7 19.7 Queue Delay 0.0 0.2 0.0 0.0 0.0 Total Delay 49.5 4.2 16.6 53.7 19.7 Queue Length 50th (ft) 79 27 130 206 83 Queue Length 95th (ft) 114 59 230 276 124 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 324 2510 1894 563 1260 Starvation Cap Reductn 0 1058 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.36 0.39 0.34 0.46 0.39 Intersection Summary 2020 AM Background-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 1/12/2015 Intersection Int Delay, s/veh 7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 217 357 0 0 453 100 0 0 0 68 0 120 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 0 Grade, % - 0 - - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 236 388 0 0 492 109 0 0 0 74 0 130 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 601 0 0 388 0 0 1106 1461 194 1213 1407 301 Stage - - - - - - 860 860 - 547 547 - Stage 2 - - 246 601 - 666 860 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 972 1167 165 128 815 138 138 695 Stage - - 317 371 - 489 516 - Stage 2 - - 736 488 - 415 371 - Platoon blocked, % Mov Cap-1 Maneuver 972 1167 109 97 815 112 104 695 Mov Cap-2 Maneuver - - 109 97 - 112 104 - Stage 1 240 281 370 516 Stage 2 598 488 314 281 Approach EB WB NB SIB HCM Control Delay, s 3.7 0 0 37.9 HCM LOS A E Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 972 1167 112 695 HCM Lane V/C Ratio 0.243 - 0.66 0.188 HCM Control Delay (s) 0 0 0 9.9 0 84.7 11.4 HCM Lane LOS A A A A A F B HCM 95th %tile Q(veh) - - - 1 0 3.4 0.7 2020 AM Background-2.syn Synchro 8 Report Page 9 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 25.5 Intersection LOS D Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 516 635 373 415 Demand Flow Rate, veh/h 526 648 381 423 Vehicles Circulating, veh/h 423 446 550 638 Vehicles Exiting, veh/h 638 485 399 456 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 19.7 37.1 16.2 23.2 Approach LOS C E C 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 526 648 381 423 Cap Entry Lane, veh/h 740 723 652 597 Entry HV Adj Factor 0.981 0.980 0.980 0.982 Flow Entry, veh/h 516 635 373 415 Cap Entry, veh/h 726 709 639 586 V/C Ratio 0.711 0.896 0.584 0.709 Control Delay, s/veh 19.7 37.1 16.2 23.2 LOS C E C C 95th %tile Queue, veh 6 11 4 6 2020 AM Background-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh 1.6 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 76 8 295 77 5 379 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 723 333 0 0 372 0 Stage 1 333 - - - - - Stage 2 390 - - 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 393 709 1186 Stage 1 726 - - Stage 2 684 - - Platoon blocked, % Mov Cap-1 Maneuver 391 709 1186 Mov Cap-2 Maneuver 391 - - Stage 1 726 Stage 2 681 Approach WB NB SIB HCM Control Delay, s 15.8 0 0.1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 391 709 1186 HCM Lane V/C Ratio 0.195 0.011 0.005 HCM Control Delay (s) 16.4 10.1 8 0 HCM Lane LOS C B A A HCM 95th %tile Q(veh) 0.7 0 0 - 2020 AM Background-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 195 574 0 0 572 0 0 0 0 0 0 24 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 212 624 0 0 622 0 0 0 0 0 0 26 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 622 0 0 624 0 0 1359 1670 312 1358 1670 311 Stage - - - - - - 1048 1048 - 622 622 - Stage 2 - - 311 622 - 736 1048 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 955 953 107 95 684 107 95 685 Stage - - 244 303 - 441 477 - Stage 2 - - 674 477 - 377 303 - Platoon blocked, % Mov Cap-1 Maneuver 955 953 85 74 684 89 74 685 Mov Cap-2 Maneuver - - 85 74 - 89 74 - Stage 1 190 236 343 477 Stage 2 648 477 293 236 Approach EB WB NB SIB HCM Control Delay, s 2.5 0 0 10.5 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 955 953 685 HCM Lane V/C Ratio 0.222 - 0.038 HCM Control Delay (s) 0 9.8 0 0 10.5 HCM Lane LOS A A A A B HCM 95th %tile Q(veh) - 0.8 0 - 0.1 2020 AM Background-2.syn Synchro 8 Report Page 15 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 237 346 1105 171 149 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 37.0 52.0 31.0 31.0 89.0 Total Split (%) 30.8% 43.3% 25.8% 25.8% 74% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 49.1 40.4 93.5 18.5 18.5 Actuated g/C Ratio 0.41 0.34 0.78 0.15 0.15 v/c Ratio 0.35 0.63 0.44 0.68 0.49 Control Delay 17.1 38.2 2.9 59.9 29.5 Queue Delay 0.0 0.9 0.2 0.0 0.0 Total Delay 17.1 39.1 3.1 59.9 29.5 LOS B D A E C Approach Delay 17.1 11.7 41.3 Approach LOS B B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 18.3 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 2 R 04 89 s 31 s 05 6 52 s1 137S 2020 PM Background-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 516 376 1201 186 295 v/c Ratio 0.35 0.63 0.44 0.68 0.49 Control Delay 17.1 38.2 2.9 59.9 29.5 Queue Delay 0.0 0.9 0.2 0.0 0.0 Total Delay 17.1 39.1 3.1 59.9 29.5 Queue Length 50th (ft) 83 178 44 137 65 Queue Length 95th (ft) 156 218 104 202 103 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 1462 711 2756 398 832 Starvation Cap Reductn 0 135 709 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.35 0.65 0.59 0.47 0.35 Intersection Summary 2020 PM Background-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 70 338 693 747 208 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 50.0 50.0 50.0 70.0 Total Split (%) 16.7% 41.7% 41.7% 41.7% 58% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 16.0 73.3 53.3 38.7 38.7 Actuated g/C Ratio 0.13 0.61 0.44 0.32 0.32 v/c Ratio 0.32 0.17 0.61 0.78 0.66 Control Delay 29.5 3.3 27.9 47.3 37.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 29.5 3.3 27.9 47.3 37.1 LOS C A C D D Approach Delay 7.8 27.9 40.9 Approach LOS A C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 50 (42%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 65 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 30.1 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 2 R 01 } 108 50 s 1 120S A50 �06 70 s s 2020 PM Background-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 76 367 943 406 700 v/c Ratio 0.32 0.17 0.61 0.78 0.66 Control Delay 29.5 3.3 27.9 47.3 37.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 29.5 3.3 27.9 47.3 37.1 Queue Length 50th (ft) 35 14 285 305 247 Queue Length 95th (ft) 73 23 389 408 291 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 236 2161 1541 617 1250 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.32 0.17 0.61 0.66 0.56 Intersection Summary 2020 PM Background-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 1/12/2015 Intersection Int Delay, s/veh 7.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 75 326 0 0 340 42 0 0 0 139 0 383 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 0 Grade, % - 0 - - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 82 354 0 0 370 46 0 0 0 151 0 416 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 415 0 0 354 0 0 702 932 177 732 909 208 Stage - - - - - - 517 517 - 392 392 - Stage 2 - - 185 415 - 340 517 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1140 1201 325 265 835 309 273 798 Stage - - 509 532 - 604 605 - Stage 2 - - 799 591 - 648 532 - Platoon blocked, % Mov Cap-1 Maneuver 1140 1201 147 246 835 292 253 798 Mov Cap-2 Maneuver - - 147 246 - 292 253 - Stage 1 472 494 561 605 Stage 2 382 591 601 494 Approach EB WB NB SIB HCM Control Delay, s 1.6 0 0 18.4 HCM LOS A C Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1140 1201 292 798 HCM Lane V/C Ratio 0.072 - 0.517 0.522 HCM Control Delay (s) 0 0 0 8.4 0 29.8 14.3 HCM Lane LOS A A A A A D B HCM 95th %tile Q(veh) - - - 0.2 0 2.8 3.1 2020 PM Background-2.syn Synchro 8 Report Page 9 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 19.5 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 554 531 513 203 Demand Flow Rate, veh/h 565 541 524 207 Vehicles Circulating, veh/h 249 405 548 508 Vehicles Exiting, veh/h 466 667 266 438 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 19.8 28.5 9.3 Approach LOS B C D 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 565 541 524 207 Cap Entry Lane, veh/h 881 754 653 680 Entry HV Adj Factor 0.981 0.981 0.979 0.980 Flow Entry, veh/h 554 531 513 203 Cap Entry, veh/h 864 739 640 666 V/C Ratio 0.641 0.718 0.802 0.304 Control Delay, s/veh 14.5 19.8 28.5 9.3 LOS B C D A 95th %tile Queue, veh 5 6 8 1 2020 PM Background-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh 1.3 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 58 4 362 51 9 246 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 651 388 0 0 413 0 Stage 1 388 - - - - - Stage 2 263 - - 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 433 660 1146 Stage 1 686 - - Stage 2 781 - - Platoon blocked, % Mov Cap-1 Maneuver 429 660 1146 Mov Cap-2 Maneuver 429 - - Stage 1 686 Stage 2 774 Approach WB NB SIB HCM Control Delay, s 14.4 0 0.3 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 429 660 1146 HCM Lane V/C Ratio 0.134 0.007 0.008 HCM Control Delay (s) 14.7 10.5 8.2 0 HCM Lane LOS B B A A HCM 95th %tile Q(veh) 0.5 0 0 - 2020 PM Background-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 305 0 0 722 0 0 0 0 0 0 146 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 332 0 0 785 0 0 0 0 0 0 159 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 785 0 0 332 0 0 724 1117 166 951 1117 392 Stage - - - - - - 332 332 - 785 785 - Stage 2 - - 392 785 - 166 332 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 829 1224 313 206 849 214 206 607 Stage - - 655 643 - 352 402 - Stage 2 - - 604 402 - 820 643 - Platoon blocked, % Mov Cap-1 Maneuver 829 1224 231 206 849 214 206 607 Mov Cap-2 Maneuver - - 231 206 - 214 206 - Stage 1 655 643 352 402 Stage 2 446 402 820 643 Approach EB WB NB SIB HCM Control Delay, s 0 0 0 13 HCM LOS A B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 829 1224 607 HCM Lane V/C Ratio - - 0.261 HCM Control Delay (s) 0 0 0 0 13 HCM Lane LOS A A A A B HCM 95th %tile Q(veh) - 0 0 - 1 2020 PM Background-2.syn Synchro 8 Report Page 15 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 116 105 311 59 125 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 48.0 39.0 33.0 33.0 87.0 Total Split (%) 40.0% 32.5% 27.5% 27.5% 73% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 83.9 13.6 101.5 10.5 10.5 Actuated g/C Ratio 0.70 0.11 0.85 0.09 0.09 v/c Ratio 0.16 0.57 0.11 0.42 0.53 Control Delay 2.7 40.6 1.2 59.3 49.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 2.7 40.6 1.2 59.3 49.8 LOS A D A E D Approach Delay 2.7 11.1 52.4 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.57 Intersection Signal Delay: 17.3 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 2 R 04 87 s 335 05 36 39 s1 148S 2020 Sat Background-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 378 114 338 64 173 v/c Ratio 0.16 0.57 0.11 0.42 0.53 Control Delay 2.7 40.6 1.2 59.3 49.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 2.7 40.6 1.2 59.3 49.8 Queue Length 50th (ft) 14 46 8 48 57 Queue Length 95th (ft) 38 111 12 91 93 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2301 516 2993 427 848 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.16 0.22 0.11 0.15 0.20 Intersection Summary 2020 Sat Background-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 58 120 172 212 143 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 31.0 42.0 47.0 47.0 73.0 Total Split (%) 25.8% 35.0% 39.2% 39.2% 61% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 9.6 95.0 81.4 17.0 17.0 Actuated g/C Ratio 0.08 0.79 0.68 0.14 0.14 v/c Ratio 0.44 0.05 0.13 0.64 0.60 Control Delay 57.7 6.9 5.1 60.4 49.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 57.7 6.9 5.1 60.4 49.4 LOS E A A E D Approach Delay 23.5 5.1 53.1 Approach LOS C A D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 49 (41 %), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 31.1 Intersection LOS: C Intersection Capacity Utilization 31.0% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 1 02 R } 108 31s 1 1425 --*06 73 s 47 s 2020 Sat Background-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 63 130 308 145 289 v/c Ratio 0.44 0.05 0.13 0.64 0.60 Control Delay 57.7 6.9 5.1 60.4 49.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 57.7 6.9 5.1 60.4 49.4 Queue Length 50th (ft) 50 24 23 118 109 Queue Length 95th (ft) 99 39 52 181 146 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 398 2801 2296 576 1181 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.16 0.05 0.13 0.25 0.24 Intersection Summary 2020 Sat Background-2.syn Synchro 8 Report Page 6 HCM 2010 TWSC 3: Dove & Kirkwood 1/12/2015 Intersection Int Delay, s/veh 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 59 104 0 0 141 21 0 0 0 11 0 67 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 0 Grade, % - 0 - - 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 64 113 0 0 153 23 0 0 0 12 0 73 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 176 0 0 113 0 0 318 417 57 350 406 88 Stage - - - - - - 241 241 - 165 165 - Stage 2 - - 77 176 - 185 241 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1398 1474 611 525 997 580 533 953 Stage - - 741 705 - 821 761 - Stage 2 - - 923 752 - 799 705 - Platoon blocked, % Mov Cap-1 Maneuver 1398 1474 545 501 997 560 509 953 Mov Cap-2 Maneuver - - 545 501 - 560 509 - Stage 1 707 673 783 761 Stage 2 852 752 762 673 Approach EB WB NB SIB HCM Control Delay, s 2.8 0 0 9.5 HCM LOS A A Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1398 1474 560 953 HCM Lane V/C Ratio 0.046 - 0.021 0.076 HCM Control Delay (s) 0 0 0 7.7 0 11.6 9.1 HCM Lane LOS A A A A A B A HCM 95th %tile Q(veh) - - - 0.1 0 0.1 0.2 2020 Sat Background-2.syn Synchro 8 Report Page 9 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 5.5 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 129 237 155 123 Demand Flow Rate, veh/h 131 241 157 125 Vehicles Circulating, veh/h 207 95 141 238 Vehicles Exiting, veh/h 156 203 197 98 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 5.4 5.8 5.2 5.5 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 131 241 157 125 Cap Entry Lane, veh/h 919 1028 981 891 Entry HV Adj Factor 0.984 0.982 0.985 0.987 Flow Entry, veh/h 129 237 155 123 Cap Entry, veh/h 904 1009 967 879 V/C Ratio 0.143 0.235 0.160 0.140 Control Delay, s/veh 5.4 5.8 5.2 5.5 LOS A A A A 95th %tile Queue, veh 0 1 1 0 2020 Sat Background-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh M 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 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 59 8 177 37 8 154 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 366 196 0 0 214 0 Stage 1 196 - - - - - Stage 2 170 - - 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 634 845 1356 Stage 1 837 - - Stage 2 860 - - Platoon blocked, % Mov Cap-1 Maneuver 630 845 1356 Mov Cap-2 Maneuver 630 - - Stage 1 837 Stage 2 855 Approach WB NB SIB HCM Control Delay, s 11.1 0 0.4 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 630 845 1356 HCM Lane V/C Ratio 0.093 0.009 0.006 HCM Control Delay (s) 11.3 9.3 7.7 0 HCM Lane LOS B A A A HCM 95th %tile Q(veh) 0.3 0 0 - 2020 Sat Background-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 0 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 164 0 0 283 0 0 0 0 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 178 0 0 308 0 0 0 0 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 308 0 0 178 0 0 332 486 89 397 486 154 Stage - - - - - - 178 178 - 308 308 - Stage 2 - - 154 308 - 89 178 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1249 1395 598 480 951 537 480 864 Stage - - 806 751 - 677 659 - Stage 2 - - 833 659 - 908 751 - Platoon blocked, % Mov Cap-1 Maneuver 1249 1395 598 480 951 537 480 864 Mov Cap-2 Maneuver - - 598 480 - 537 480 - Stage 1 806 751 677 659 Stage 2 833 659 908 751 Approach EB WB NB SIB HCM Control Delay, s 0 0 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 1249 1395 HCM Lane V/C Ratio - - HCM Control Delay (s) 0 0 0 0 0 HCM Lane LOS A A A A A HCM 95th %tile Q(veh) - 0 0 2020 Sat Background-2.syn Synchro 8 Report Page 15 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 499 97 646 174 146 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 65.0 24.0 31.0 31.0 89.0 Total Split (%) 54.2% 20.0% 25.8% 25.8% 74% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 74.2 15.3 93.4 18.6 18.6 Actuated g/C Ratio 0.62 0.13 0.78 0.16 0.16 v/c Ratio 0.51 0.47 0.25 0.69 0.42 Control Delay 10.8 69.2 1.5 60.5 32.7 Queue Delay 0.0 0.0 0.1 0.0 0.0 Total Delay 10.8 69.2 1.6 60.5 32.7 LOS B E A E C Approach Delay 10.8 10.4 44.9 Approach LOS B B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.69 Intersection Signal Delay: 17.0 Intersection LOS: B Intersection Capacity Utilization 55.4% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 2 R 04 89 s 31 s 05 6 24 s1 165S 2020 AM Total-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 1103 105 702 189 242 v/c Ratio 0.51 0.47 0.25 0.69 0.42 Control Delay 10.8 69.2 1.5 60.5 32.7 Queue Delay 0.0 0.0 0.1 0.0 0.0 Total Delay 10.8 69.2 1.6 60.5 32.7 Queue Length 50th (ft) 160 84 17 141 62 Queue Length 95th (ft) 286 117 22 205 95 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2142 298 2755 398 812 Starvation Cap Reductn 0 0 994 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.51 0.35 0.40 0.47 0.30 Intersection Summary 2020 AM Total-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 108 570 470 274 188 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 26.0 48.0 46.0 46.0 74.0 Total Split (%) 21.7% 40.0% 38.3% 38.3% 62% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 22.0 84.9 58.9 27.1 27.1 Actuated g/C Ratio 0.18 0.71 0.49 0.23 0.23 v/c Ratio 0.36 0.25 0.39 0.72 0.56 Control Delay 39.2 3.8 20.1 53.6 21.1 Queue Delay 0.0 0.2 0.0 0.0 0.0 Total Delay 39.2 4.0 20.1 53.6 21.1 LOS D A C D C Approach Delay 9.6 20.1 32.2 Approach LOS A C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 41 (34%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.72 Intersection Signal Delay: 20.8 Intersection LOS: C Intersection Capacity Utilization 55.4% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 2 R 01 t 48 48 s 126S --*06 74 s 46 s 2020 AM Total-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 117 620 664 262 506 v/c Ratio 0.36 0.25 0.39 0.72 0.56 Control Delay 39.2 3.8 20.1 53.6 21.1 Queue Delay 0.0 0.2 0.0 0.0 0.0 Total Delay 39.2 4.0 20.1 53.6 21.1 Queue Length 50th (ft) 67 28 154 208 92 Queue Length 95th (ft) 131 57 238 279 134 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 324 2502 1694 563 1254 Starvation Cap Reductn 0 1021 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.36 0.42 0.39 0.47 0.40 Intersection Summary 2020 AM Total-2.syn Synchro 8 Report Page 6 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 30.4 Intersection LOS D Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 547 655 387 430 Demand Flow Rate, veh/h 558 668 395 438 Vehicles Circulating, veh/h 423 471 571 672 Vehicles Exiting, veh/h 687 495 410 467 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 22.3 46.6 17.7 27.4 Approach LOS C E C D 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 558 668 395 438 Cap Entry Lane, veh/h 740 706 638 577 Entry HV Adj Factor 0.980 0.980 0.980 0.982 Flow Entry, veh/h 547 655 387 430 Cap Entry, veh/h 726 691 626 567 V/C Ratio 0.754 0.947 0.619 0.759 Control Delay, s/veh 22.3 46.6 17.7 27.4 LOS C E C D 95th %tile Queue, veh 7 14 4 7 2020 AM Total-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh 1.7 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 70 13 278 71 9 355 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 76 14 302 77 10 386 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 746 341 0 0 379 0 Stage 1 341 - - - - - Stage 2 405 - - 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 381 701 1179 Stage 1 720 - - Stage 2 673 - - Platoon blocked, % Mov Cap-1 Maneuver 377 701 1179 Mov Cap-2 Maneuver 377 - - Stage 1 720 Stage 2 666 Approach WB NB SIB HCM Control Delay, s 15.9 0 0.2 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 377 701 1179 HCM Lane V/C Ratio 0.202 0.02 0.008 HCM Control Delay (s) 16.9 10.2 8.1 0 HCM Lane LOS C B A A HCM 95th %tile Q(veh) 0.7 0.1 0 - 2020 AM Total-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 1.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 195 596 24 12 584 0 4 0 7 0 0 24 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 212 648 26 13 635 0 4 0 8 0 0 26 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 635 0 0 674 0 0 1428 1746 337 1409 1759 317 Stage - - - - - - 1085 1085 - 661 661 - Stage 2 - - 343 661 - 748 1098 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 944 913 95 85 659 99 84 679 Stage - - 231 291 - 418 458 - Stage 2 - - 646 458 - 371 287 - Platoon blocked, % Mov Cap-1 Maneuver 944 913 75 65 659 80 64 679 Mov Cap-2 Maneuver - - 75 65 - 80 64 - Stage 1 179 226 324 451 Stage 2 612 451 284 223 Approach EB WB NB SIB HCM Control Delay, s 2.4 0.2 27.5 10.5 HCM LOS D B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 172 944 913 679 HCM Lane V/C Ratio 0.07 0.225 0.014 0.038 HCM Control Delay (s) 27.5 9.9 9 0 10.5 HCM Lane LOS D A A A B HCM 95th %tile Q(veh) 0.2 0.9 0 - 0.1 2020 AM Total-2.syn Synchro 8 Report Page 15 HCM 2010 TWSC 6: SH 114 NBFR & Drive 2 1/25/2015 Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 10 708 9 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 11 770 10 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 774 389 0 0 Stage 1 774 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 346 521 Stage 1 285 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 346 521 Mov Cap-2 Maneuver 346 - Stage 1 285 Stage 2 - Approach WB NB HCM Control Delay, s 12.1 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 521 HCM Lane V/C Ratio 0.021 HCM Control Delay (s) 12.1 HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 2020 AM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 7: SH 114 NBFR & Drive 1 1/25/2015 Intersection Int Delay, s/veh 0.2 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 15 702 15 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 16 763 16 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 771 389 0 0 Stage 1 771 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 347 521 Stage 1 287 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 347 521 Mov Cap-2 Maneuver 347 - Stage 1 287 Stage 2 - Approach WB NB HCM Control Delay, s 12.1 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 521 HCM Lane V/C Ratio 0.031 HCM Control Delay (s) 12.1 HCM Lane LOS B HCM 95th %tile Q(veh) 0.1 2020 AM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 3: Kirkwood & Dove 1/25/2015 Intersection Int Delay, s/veh 11.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 217 364 22 34 465 100 11 7 21 68 6 120 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 - 0 Grade, % - 0 - - 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 236 396 24 37 505 109 12 8 23 74 7 130 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 614 0 0 396 0 0 1197 1555 198 1307 1501 307 Stage - - - - - - 867 867 - 634 634 - Stage 2 - - 330 688 - 673 867 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 961 1159 141 112 810 117 121 689 Stage - - 314 368 - 434 471 - Stage 2 - - 657 445 - 411 368 - Platoon blocked, % Mov Cap-1 Maneuver 961 1159 86 82 810 84 88 689 Mov Cap-2 Maneuver - - 86 82 - 84 88 - Stage 1 237 278 327 456 Stage 2 508 431 293 278 Approach EB WB NB SIB HCM Control Delay, s 3.6 0.5 29.8 68.2 HCM LOS D F Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 86 82 810 961 1159 84 591 HCM Lane V/C Ratio 0.139 0.093 0.028 0.245 0.032 0.919 0.226 HCM Control Delay (s) 53.5 53.3 9.6 10 8.2 163.9 12.9 HCM Lane LOS F F A A A F B HCM 95th %tile Q(veh) 0.5 0.3 0.1 1 0.1 5 0.9 2020 AM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 10: Kirkwood & Drive 4 1/25/2015 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 15 0 0 24 37 26 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 0 150 - 150 Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 16 0 0 26 40 28 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 53 20 40 0 0 Stage 1 40 - - - - Stage 2 13 - - 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 949 1053 1568 Stage 1 977 - - Stage 2 1008 - - Platoon blocked, % Mov Cap-1 Maneuver 949 1053 1568 Mov Cap-2 Maneuver 884 - - Stage 1 977 Stage 2 1008 Approach EB NB SIB HCM Control Delay, s 9.1 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1568 884 HCM Lane V/C Ratio - 0.018 HCM Control Delay (s) 0 9.1 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 0.1 - 2020 AM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 11: Kirkwood & Drive 5 1/25/2015 Intersection Int Delay, s/veh 3.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 22 0 0 1 2 34 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 0 150 - 150 Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 24 0 0 1 2 37 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 3 1 2 0 0 Stage 1 2 - - - - Stage 2 1 - - 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 1018 1083 1619 Stage 1 1020 - - Stage 2 1022 - - Platoon blocked, % Mov Cap-1 Maneuver 1018 1083 1619 Mov Cap-2 Maneuver 930 - - Stage 1 1020 Stage 2 1022 Approach EB NB SIB HCM Control Delay, s 9 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1619 930 HCM Lane V/C Ratio - 0.026 HCM Control Delay (s) 0 9 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 0.1 - 2020 AM Total-2.syn Synchro 8 Report Page 3 HCM 2010 TWSC 12: Kirkwood & Drive 6 1/25/2015 Intersection Int Delay, s/veh 2.8 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 1 0 0 0 0 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 - Veh in Median Storage, # 0 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 0 0 0 0 2 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1 1 2 0 0 Stage 1 1 - - - - 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 1021 1083 1619 Stage 1 1022 - - Stage 2 - - - Platoon blocked, % Mov Cap-1 Maneuver 1021 1083 1619 Mov Cap-2 Maneuver 1021 - - Stage 1 1022 Stage 2 - Approach EB NB SIB HCM Control Delay, s 8.5 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1619 1021 HCM Lane V/C Ratio - 0.001 HCM Control Delay (s) 0 8.5 HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 2020 AM Total-2.syn Synchro 8 Report Page 4 Timings 3: Dove & Kirkwood 1/25/2015 --1. .4- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations tt r t tt r Volume (vph) 217 364 22 34 465 11 7 21 68 6 Turn Type pm+pt NA Perm pm+pt NA pm+pt NA Perm Perm NA Protected Phases 1 6 5 2 3 8 4 Permitted Phases 6 6 2 8 8 4 Detector Phase 1 6 6 5 2 3 8 8 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 20.0 20.0 Total Split (s) 32.0 72.0 72.0 10.0 50.0 10.0 38.0 38.0 28.0 28.0 Total Split (%) 26.7% 60.0% 60.0% 8.3% 41.7% 8.3% 31.7% 31.7% 23.3% 23.3% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None Max Max None C-Max None None None None None Act Effct Green (s) 98.3 92.4 92.4 91.6 85.5 13.3 13.3 13.3 9.3 Actuated g/C Ratio 0.82 0.77 0.77 0.76 0.71 0.11 0.11 0.11 0.08 v/c Ratio 0.36 0.15 0.02 0.05 0.25 0.10 0.02 0.09 0.63 Control Delay 3.9 3.7 0.0 3.6 7.3 44.0 41.6 0.8 29.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.9 3.7 0.0 3.6 7.3 44.0 41.6 0.8 29.7 LOS A A A A A D D A C Approach Delay 3.6 7.1 20.4 29.7 Approach LOS A A C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 49 (41 %), Referenced to phase 2:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.63 Intersection Signal Delay: 9.1 Intersection LOS: A Intersection Capacity Utilization 48.5% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: Dove & Kirkwood 12 R J50s 04 32s F 28S 05 � 6 10s 72s 2020 AM Total-2 with Signal and ByPass.syn Synchro 8 Report Page 1 Queues 3: Dove & Kirkwood 1/25/2015 --1. .4- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBT Lane Group Flow (vph) 236 396 24 37 614 12 8 23 211 v/c Ratio 0.36 0.15 0.02 0.05 0.25 0.10 0.02 0.09 0.63 Control Delay 3.9 3.7 0.0 3.6 7.3 44.0 41.6 0.8 29.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.9 3.7 0.0 3.6 7.3 44.0 41.6 0.8 29.7 Queue Length 50th (ft) 14 22 0 3 60 9 3 0 32 Queue Length 95th (ft) 44 62 m0 16 145 25 10 0 70 Internal Link Dist (ft) 325 170 331 452 Turn Bay Length (ft) 150 150 150 150 150 Base Capacity (vph) 830 2726 1238 780 2461 123 1002 507 653 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.28 0.15 0.02 0.05 0.25 0.10 0.01 0.05 0.32 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal 2020 AM Total-2 with Signal and ByPass.syn Synchro 8 Report Page 2 HCM 2010 Roundabout 4: White Chapel & Dove 1/25/2015 Intersection Intersection Delay, s/veh22.2 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 547 655 387 430 Demand Flow Rate, veh/h 558 668 395 438 Vehicles Circulating, veh/h 423 471 571 672 Vehicles Exiting, veh/h 687 384 410 378 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 22.3 25.5 10.8 27.4 Approach LOS C D B D Lane Left Left Bypass Left Bypass Left Designated Moves LTR LT R LT R LTR Assumed Moves LTR LT R LT R LTR RT Channelized 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 558 579 89 284 111 438 Cap Entry Lane, veh/h 740 706 774 638 770 577 Entry HV Adj Factor 0.980 0.980 0.980 0.980 0.980 0.982 Flow Entry, veh/h 547 568 87 278 109 430 Cap Entry, veh/h 726 692 759 625 755 567 V/C Ratio 0.754 0.821 0.115 0.445 0.144 0.759 Control Delay, s/veh 22.3 28.5 5.9 12.5 6.3 27.4 LOS C D A B A D 95th %tile Queue, veh 7 9 0 2 1 7 2020 AM Total-2 with Signal and ByPass.syn Synchro 8 Report Page 5 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 297 371 1271 227 149 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 36.0 50.0 34.0 34.0 86.0 Total Split (%) 30.0% 41.7% 28.3% 28.3% 72% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 42.5 42.9 89.4 22.6 22.6 Actuated g/C Ratio 0.35 0.36 0.74 0.19 0.19 v/c Ratio 0.46 0.64 0.52 0.74 0.43 Control Delay 24.3 34.9 4.5 58.9 32.8 Queue Delay 0.0 2.2 0.4 0.0 0.0 Total Delay 24.3 37.1 4.9 58.9 32.8 LOS C D A E C Approach Delay 24.3 12.2 44.7 Approach LOS C B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.74 Intersection Signal Delay: 20.6 Intersection LOS: C Intersection Capacity Utilization 76.4% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 02 R 04 86 s 34 s 05 6 50 s1 136S 2020 PM Total-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 581 403 1382 247 295 v/c Ratio 0.46 0.64 0.52 0.74 0.43 Control Delay 24.3 34.9 4.5 58.9 32.8 Queue Delay 0.0 2.2 0.4 0.0 0.0 Total Delay 24.3 37.1 4.9 58.9 32.8 Queue Length 50th (ft) 134 184 65 182 78 Queue Length 95th (ft) 207 308 137 254 114 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 1275 690 2636 442 880 Starvation Cap Reductn 0 164 659 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.46 0.77 0.70 0.56 0.34 Intersection Summary 2020 PM Total-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 70 454 844 788 258 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 20.0 52.0 48.0 48.0 72.0 Total Split (%) 16.7% 43.3% 40.0% 40.0% 60% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 16.0 72.8 52.8 39.2 39.2 Actuated g/C Ratio 0.13 0.61 0.44 0.33 0.33 v/c Ratio 0.32 0.23 0.73 0.81 0.73 Control Delay 31.5 4.8 31.6 49.7 39.1 Queue Delay 0.0 0.0 0.0 0.2 0.0 Total Delay 31.5 4.8 31.6 49.8 39.1 LOS C A C D D Approach Delay 8.3 31.6 42.9 Approach LOS A C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 44 (37%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 80 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 31.7 Intersection LOS: C Intersection Capacity Utilization 76.4% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 2 R 01 } 108 52 s 1 120S A48 �06 72 s s 2020 PM Total-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 76 493 1118 428 777 v/c Ratio 0.32 0.23 0.73 0.81 0.73 Control Delay 31.5 4.8 31.6 49.7 39.1 Queue Delay 0.0 0.0 0.0 0.2 0.0 Total Delay 31.5 4.8 31.6 49.8 39.1 Queue Length 50th (ft) 36 18 377 320 276 Queue Length 95th (ft) m81 52 478 450 341 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 236 2146 1529 590 1199 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 9 18 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.32 0.23 0.73 0.74 0.66 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. 2020 PM Total-2.syn Synchro 8 Report Page 6 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 33.8 Intersection LOS D Approach EB WB NB SIB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 729 602 532 228 Demand Flow Rate, veh/h 743 614 542 233 Vehicles Circulating, veh/h 249 478 676 640 Vehicles Exiting, veh/h 624 740 316 452 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 26.3 35.1 51.9 12.0 Approach LOS D 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 743 614 542 233 Cap Entry Lane, veh/h 881 701 575 596 Entry HV Adj Factor 0.981 0.981 0.981 0.978 Flow Entry, veh/h 729 602 532 228 Cap Entry, veh/h 864 687 564 583 V/C Ratio 0.843 0.876 0.943 0.391 Control Delay, s/veh 26.3 35.1 51.9 12.0 LOS D E F B 95th %tile Queue, veh 10 11 12 2 2020 PM Total-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh M Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 53 27 370 47 33 246 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 58 29 402 51 36 267 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 767 428 0 0 453 0 Stage 1 428 - - - - - Stage 2 339 - - 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 370 627 1108 Stage 1 657 - - Stage 2 722 - - Platoon blocked, % Mov Cap-1 Maneuver 356 627 1108 Mov Cap-2 Maneuver 356 - - Stage 1 657 Stage 2 695 Approach WB NB SIB HCM Control Delay, s 15 0 1 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 356 627 1108 HCM Lane V/C Ratio 0.162 0.047 0.032 HCM Control Delay (s) 17.1 11 8.4 0 HCM Lane LOS C B A A HCM 95th %tile Q(veh) 0.6 0.1 0.1 - 2020 PM Total-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 351 70 23 873 0 10 0 50 0 0 146 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 382 76 25 949 0 11 0 54 0 0 159 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 949 0 0 458 0 0 944 1419 229 1190 1457 474 Stage - - - - - - 420 420 - 999 999 - Stage 2 - - 524 999 - 191 458 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 719 1099 217 136 774 143 129 537 Stage - - 581 588 - 261 319 - Stage 2 - - 504 319 - 792 565 - Platoon blocked, % Mov Cap-1 Maneuver 719 1099 150 133 774 131 126 537 Mov Cap-2 Maneuver - - 150 133 - 131 126 - Stage 1 581 588 261 312 Stage 2 347 312 736 565 Approach EB WB NB SIB HCM Control Delay, s 0 0.2 14.2 14.5 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 457 719 1099 537 HCM Lane V/C Ratio 0.143 - 0.023 0.296 HCM Control Delay (s) 14.2 0 8.4 0 14.5 HCM Lane LOS B A A A B HCM 95th %tile Q(veh) 0.5 0 0.1 - 1.2 2020 PM Total-2.syn Synchro 8 Report Page 15 HCM 2010 TWSC 6: SH 114 NBFR & Drive 2 1/25/2015 Intersection Int Delay, s/veh Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 65 1119 46 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 71 1216 50 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 1241 632 0 0 Stage 1 1241 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 184 363 Stage 1 135 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 184 363 Mov Cap-2 Maneuver 184 - Stage 1 135 Stage 2 - Approach WB NB HCM Control Delay, s 17.3 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 363 HCM Lane V/C Ratio 0.195 HCM Control Delay (s) 17.3 HCM Lane LOS C HCM 95th %tile Q(veh) 0.7 2020 PM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 7: SH 114 NBFR & Drive 1 1/25/2015 Intersection Int Delay, s/veh 1.5 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 101 1065 84 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 110 1158 91 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 1203 623 0 0 Stage 1 1203 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 194 368 Stage 1 144 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 194 368 Mov Cap-2 Maneuver 194 - Stage 1 144 Stage 2 - Approach WB NB HCM Control Delay, s 18.9 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 368 HCM Lane V/C Ratio 0.298 HCM Control Delay (s) 18.9 HCM Lane LOS C HCM 95th %tile Q(veh) 1.2 2020 PM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 3: Kirkwood & Dove 1/25/2015 Intersection Int Delay, s/veh 168.9 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 EBL EBT EBR WBL WBT WBR NBL NBT NBR 75 377 46 125 363 42 151 15 111 0 0 0 0 0 0 0 0 0 Free Free Free Free Free Free Stop Stop Stop - None - None - None 150 150 150 150 150 - 0 - - 0 - 0 - 1..1MA3MAAZ 139 70 383 0 0 0 Stop Stop Stop - - None - 0 - - 0 - - 0 - - 92 92 92 92 92 92 92 92 92 92 2 2 2 2 2 2 2 2 2 2 82 410 50 136 395 46 164 16 121 151 0 0 92 92 2 2 76 416 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 440 0 0 410 0 0 1080 1285 205 1065 1262 220 Stage - - - - - - 573 573 - 689 689 - Stage 2 - - 507 712 - 376 573 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1116 1145 172 163 802 177 169 784 Stage - - 472 502 - 402 445 - Stage 2 - - 516 434 - 617 502 - Platoon blocked, % Mov Cap-1 Maneuver 1116 1145 - 40 133 802 - 117 138 784 Mov Cap-2 Maneuver - - - 40 133 - - 117 138 - Stage 1 437 465 372 392 Stage 2 172 382 469 465 Approach EB WB NB SIB HCM Control Delay, s 1.3 2 $ 879.2 127.1 HCM LOS F F Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 40 133 802 1116 1145 121 563 HCM Lane V/C Ratio 4.103 0.123 0.15 0.073 0.119 1.563 0.807 HCM Control Delay (s) $ 1601.8 35.8 10.3 8.5 8.6 -$353.7 32.8 HCM Lane LOS F E B A A F D HCM 95th %tile Q(veh) 18.8 0.4 0.5 0.2 0.4 13.7 7.9 Notes -: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2020 PM Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 10: Kirkwood & Drive 4 1/25/2015 Intersection Int Delay, s/veh 2.2 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 106 0 0 171 139 102 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 0 150 - 150 Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 115 0 0 186 151 111 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 244 76 151 0 0 Stage 1 151 - - - - Stage 2 93 - - 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 723 970 1428 Stage 1 861 - - Stage 2 920 - - Platoon blocked, % Mov Cap-1 Maneuver 723 970 1428 Mov Cap-2 Maneuver 734 - - Stage 1 861 Stage 2 920 Approach EB NB SIB HCM Control Delay, s 10.8 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1428 734 HCM Lane V/C Ratio - 0.157 HCM Control Delay (s) 0 10.8 0 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0 0.6 - 2020 PM Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 11: Kirkwood & Drive 5 1/25/2015 Intersection Int Delay, s/veh 5.1 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 161 0 0 10 9 130 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 0 150 - 150 Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 175 0 0 11 10 141 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 15 5 10 0 0 Stage 1 10 - - - - Stage 2 5 - - 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 1001 1076 1608 Stage 1 1011 - - Stage 2 1017 - - Platoon blocked, % Mov Cap-1 Maneuver 1001 1076 1608 Mov Cap-2 Maneuver 919 - - Stage 1 1011 Stage 2 1017 Approach EB NB SIB HCM Control Delay, s 9.8 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1608 919 HCM Lane V/C Ratio - 0.19 HCM Control Delay (s) 0 9.8 0 HCM Lane LOS A A A HCM 95th %tile Q(veh) 0 0.7 - 2020 PM Total-2.syn Synchro 8 Report Page 3 HCM 2010 TWSC 12: Kirkwood & Drive 6 1/25/2015 Intersection Int Delay, s/veh 4.5 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 10 0 0 0 0 9 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 - Veh in Median Storage, # 0 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 11 0 0 0 0 10 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 5 5 10 0 0 Stage 1 5 - - - - 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 1016 1076 1608 Stage 1 1017 - - Stage 2 - - - Platoon blocked, % Mov Cap-1 Maneuver 1016 1076 1608 Mov Cap-2 Maneuver 1016 - - Stage 1 1017 Stage 2 - Approach EB NB SIB HCM Control Delay, s 8.6 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1608 1016 HCM Lane V/C Ratio - 0.011 HCM Control Delay (s) 0 8.6 HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 2020 PM Total-2.syn Synchro 8 Report Page 4 Timings 3: Dove & Kirkwood 1/25/2015 --1. .4- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations tt r t tt r Volume (vph) 75 377 46 125 363 151 15 111 139 70 Turn Type pm+pt NA Perm pm+pt NA pm+pt NA Perm Perm NA Protected Phases 1 6 5 2 3 8 4 Permitted Phases 6 6 2 8 8 4 Detector Phase 1 6 6 5 2 3 8 8 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 20.0 20.0 Total Split (s) 13.0 31.0 31.0 25.0 43.0 22.0 64.0 64.0 42.0 42.0 Total Split (%) 10.8% 25.8% 25.8% 20.8% 35.8% 18.3% 53.3% 53.3% 35.0% 35.0% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lag Lag Lag Lead Lead Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None C-Max C-Max None None None None None Act Effct Green (s) 23.1 22.0 22.0 67.1 67.1 36.9 36.9 36.9 18.8 Actuated g/C Ratio 0.19 0.18 0.18 0.56 0.56 0.31 0.31 0.31 0.16 v/c Ratio 0.37 0.63 0.14 0.17 0.23 0.61 0.01 0.21 0.83 Control Delay 36.9 39.0 4.1 16.8 15.8 39.2 23.7 4.9 27.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.9 39.0 4.1 16.8 15.8 39.2 23.7 4.9 27.1 LOS D D A B B D C A C Approach Delay 35.4 16.1 24.6 27.1 Approach LOS D B C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 86 (72%), Referenced to phase 2:WBTL and 5:WBL, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 25.8 Intersection LOS: C Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 3: Dove & Kirkwood 02 R 41 03 11 04 43s 13s 22s 7 142S 05 R 6 t08 25 s 1 131 s 64 s 2020 PM Total-2 with Signal and ByPass.syn Synchro 8 Report Page 1 Queues 3: Dove & Kirkwood 1/25/2015 --1. .4- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBT Lane Group Flow (vph) 82 410 50 136 441 164 16 121 643 v/c Ratio 0.37 0.63 0.14 0.17 0.23 0.61 0.01 0.21 0.83 Control Delay 36.9 39.0 4.1 16.8 15.8 39.2 23.7 4.9 27.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.9 39.0 4.1 16.8 15.8 39.2 23.7 4.9 27.1 Queue Length 50th (ft) 45 123 2 50 87 96 4 0 96 Queue Length 95th (ft) m90 178 m15 110 155 129 11 36 153 Internal Link Dist (ft) 325 170 331 452 Turn Bay Length (ft) 150 150 150 150 150 Base Capacity (vph) 265 796 419 785 1951 316 1769 852 1159 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.31 0.52 0.12 0.17 0.23 0.52 0.01 0.14 0.55 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal 2020 PM Total-2 with Signal and ByPass.syn Synchro 8 Report Page 2 HCM 2010 Roundabout 4: White Chapel & Dove 1/25/2015 Intersection Intersection Delay, s/veh22.7 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 729 602 579 228 Demand Flow Rate, veh/h 743 614 591 233 Vehicles Circulating, veh/h 249 511 676 648 Vehicles Exiting, veh/h 632 570 316 410 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 26.3 25.7 19.3 12.2 Approach LOS D D C B Lane Left Left Bypass Left Bypass Left Designated Moves LTR LT R LT R LTR Assumed Moves LTR LT R LT R LTR RT Channelized 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 743 547 67 405 186 233 Cap Entry Lane, veh/h 881 678 750 575 639 591 Entry HV Adj Factor 0.981 0.980 0.980 0.980 0.980 0.978 Flow Entry, veh/h 729 536 66 397 182 228 Cap Entry, veh/h 864 665 735 563 626 578 V/C Ratio 0.843 0.807 0.090 0.705 0.291 0.394 Control Delay, s/veh 26.3 28.1 5.8 23.7 9.5 12.2 LOS D D A C A B 95th %tile Queue, veh 10 8 0 6 1 2 2020 PM Total-2 with Signal and ByPass.syn Synchro 8 Report Page 5 Timings 1: Dove & SH 114 SBFR 1/12/2015 __11� Ir .4- t Lane Group EBT WBL WBT SBL SBT o2 Lane Configurations +I+ tt t Volume (vph) 260 145 444 153 125 Turn Type NA Prot NA Perm NA Protected Phases 6 5 5 2 4 2 Permitted Phases 4 Detector Phase 6 5 5 2 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 48.0 35.0 37.0 37.0 83.0 Total Split (%) 40.0% 29.2% 30.8% 30.8% 69% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lag Lead Lead -Lag Optimize? Yes Yes Recall Mode None Min None None C-Max Act Effct Green (s) 73.8 17.4 95.2 16.8 16.8 Actuated g/C Ratio 0.62 0.14 0.79 0.14 0.14 v/c Ratio 0.25 0.62 0.17 0.67 0.34 Control Delay 7.5 49.5 2.0 61.9 39.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 7.5 49.5 2.0 61.9 39.6 LOS A D A E D Approach Delay 7.5 13.7 50.6 Approach LOS A B D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:WBT, Start of Green, Master Intersection Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.67 Intersection Signal Delay: 19.8 Intersection LOS: B Intersection Capacity Utilization 41.1 % ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Dove & SH 114 SBFR 2 R 04 83 s 37 s 05 6 35 s1 148S 2020 Sat Total-2.syn Synchro 8 Report Page 1 Queues 1: Dove & SH 114 SBFR 1/12/2015 --11� .4— t Lane Group EBT WBL WBT SBL SBT Lane Group Flow (vph) 535 158 483 166 173 v/c Ratio 0.25 0.62 0.17 0.67 0.34 Control Delay 7.5 49.5 2.0 61.9 39.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 7.5 49.5 2.0 61.9 39.6 Queue Length 50th (ft) 52 122 8 124 53 Queue Length 95th (ft) 107 143 40 186 83 Internal Link Dist (ft) 435 342 509 Turn Bay Length (ft) Base Capacity (vph) 2104 457 2808 486 962 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.25 0.35 0.17 0.34 0.18 Intersection Summary 2020 Sat Total-2.syn Synchro 8 Report Page 2 Timings 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT o6 Lane Configurations tt Volume (vph) 58 358 293 265 244 Turn Type Prot NA NA Perm NA Protected Phases 1 16 2 8 6 Permitted Phases 8 Detector Phase 1 16 2 8 8 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 20.0 20.0 20.0 20.0 20.0 Total Split (s) 27.0 46.0 47.0 47.0 73.0 Total Split (%) 22.5% 38.3% 39.2% 39.2% 61% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lead -Lag Optimize? Yes Yes Recall Mode Min C-Max None None Max Act Effct Green (s) 10.5 90.1 75.6 21.9 21.9 Actuated g/C Ratio 0.09 0.75 0.63 0.18 0.18 v/c Ratio 0.41 0.15 0.21 0.68 0.66 Control Delay 64.8 3.0 9.5 56.6 48.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 64.8 3.0 9.5 56.6 48.6 LOS E A A E D Approach Delay 11.6 9.5 51.3 Approach LOS B A D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 8 (7%), Referenced to phase 2:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 26.7 Intersection LOS: C Intersection Capacity Utilization 41.1 % ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: SH 114 NBFR & Dove 01 02 R } 108 27 s 1 1465 --*06 73 s 47 s 2020 Sat Total-2.syn Synchro 8 Report Page 5 Queues 2: SH 114 NBFR & Dove 1/12/2015 Lane Group EBL EBT WBT NBL NBT Lane Group Flow (vph) 63 389 460 199 403 v/c Ratio 0.41 0.15 0.21 0.68 0.66 Control Delay 64.8 3.0 9.5 56.6 48.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 64.8 3.0 9.5 56.6 48.6 Queue Length 50th (ft) 49 22 60 160 157 Queue Length 95th (ft) 76 42 117 228 194 Internal Link Dist (ft) 342 220 228 Turn Bay Length (ft) Base Capacity (vph) 339 2655 2151 576 1188 Starvation Cap Reductn 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 Reduced v/c Ratio 0.19 0.15 0.21 0.35 0.34 Intersection Summary 2020 Sat Total-2.syn Synchro 8 Report Page 6 HCM 2010 Roundabout 4: White Chapel & Dove 1/12/2015 Intersection Intersection Delay, s/veh 8.3 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 347 339 266 170 Demand Flow Rate, veh/h 354 345 271 173 Vehicles Circulating, veh/h 207 246 261 456 Vehicles Exiting, veh/h 422 286 300 135 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 8.4 8.7 7.7 7.9 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 354 345 271 173 Cap Entry Lane, veh/h 919 884 870 716 Entry HV Adj Factor 0.981 0.982 0.980 0.985 Flow Entry, veh/h 347 339 266 170 Cap Entry, veh/h 901 867 853 706 V/C Ratio 0.385 0.390 0.311 0.242 Control Delay, s/veh 8.4 8.7 7.7 7.9 LOS A A A A 95th %tile Queue, veh 2 2 1 1 2020 Sat Total-2.syn Synchro 8 Report Page 10 HCM 2010 TWSC 5: White Chapel & E Kirkwood 1/12/2015 Intersection Int Delay, s/veh 2.5 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 54 43 228 34 40 202 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 59 47 248 37 43 220 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 573 266 0 0 285 0 Stage 1 266 - - - - - Stage 2 307 - - 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 481 773 1277 Stage 1 779 - - Stage 2 746 - - Platoon blocked, % Mov Cap-1 Maneuver 463 773 1277 Mov Cap-2 Maneuver 463 - - Stage 1 779 Stage 2 718 Approach WB NB SIB HCM Control Delay, s 12.2 0 1.3 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1WBLn2 SBL SBT Capacity (veh/h) 463 773 1277 HCM Lane V/C Ratio 0.127 0.06 0.034 HCM Control Delay (s) 13.9 10 7.9 0 HCM Lane LOS B B A A HCM 95th %tile Q(veh) 0.4 0.2 0.1 - 2020 Sat Total-2.syn Synchro 8 Report Page 12 HCM 2010 TWSC 8: Drive 3Nerizon & Dove 1/12/2015 Intersection Int Delay, s/veh 2.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 0 273 130 72 390 0 33 0 67 0 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None None - None Storage Length 100 150 0 0 Veh in Median Storage, # - 0 - 0 0 - 0 - Grade, % - 0 - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 297 141 78 424 0 36 0 73 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 424 0 0 438 0 0 735 947 219 728 1018 212 Stage - - - - - - 367 367 - 580 580 - Stage 2 - - 368 580 - 148 438 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1132 1118 308 260 785 311 236 793 Stage - - 625 621 - 467 498 - Stage 2 - - 624 498 - 840 577 - Platoon blocked, % Mov Cap-1 Maneuver 1132 1118 292 242 785 267 220 793 Mov Cap-2 Maneuver - - 292 242 - 267 220 - Stage 1 625 621 467 463 Stage 2 580 463 762 577 Approach EB WB NB SIB HCM Control Delay, s 0 1.3 14.1 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 504 1132 1118 HCM Lane V/C Ratio 0.216 - 0.07 HCM Control Delay (s) 14.1 0 8.5 0 0 HCM Lane LOS B A A A A HCM 95th %tile Q(veh) 0.8 0 0.2 2020 Sat Total-2.syn Synchro 8 Report Page 15 HCM 2010 TWSC 6: SH 114 NBFR & Drive 2 1/25/2015 Intersection Int Delay, s/veh 19 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 107 587 65 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 116 638 71 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 673 353 0 0 Stage 1 673 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 396 549 Stage 1 334 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 396 549 Mov Cap-2 Maneuver 396 - Stage 1 334 Stage 2 - Approach WB NB HCM Control Delay, s 13.3 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 549 HCM Lane V/C Ratio 0.212 HCM Control Delay (s) 13.3 HCM Lane LOS B HCM 95th %tile Q(veh) 0.8 2020 Sat Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 7: SH 114 NBFR & Drive 1 1/25/2015 Intersection Int Delay, s/veh 3.6 Movement WBL WBR NBT NBR SBL SBT Vol, veh/h 0 187 465 101 0 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized None None None Storage Length - 0 - Veh in Median Storage, # 0 - 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 203 505 110 0 0 Major/Minor Minor1 Major1 Conflicting Flow All 560 307 0 0 Stage 1 560 - - - Stage 2 0 - Critical Hdwy 6.44 7.14 Critical Hdwy Stg 1 7.34 - Critical Hdwy Stg 2 - - Follow-up Hdwy 3.82 3.92 Pot Cap-1 Maneuver 459 588 Stage 1 399 - Stage 2 - - Platoon blocked, % Mov Cap-1 Maneuver 459 588 Mov Cap-2 Maneuver 459 - Stage 1 399 Stage 2 - Approach WB NB HCM Control Delay, s 14.3 0 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 Capacity (veh/h) 588 HCM Lane V/C Ratio 0.346 HCM Control Delay (s) 14.3 HCM Lane LOS B HCM 95th %tile Q(veh) 1.5 2020 Sat Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 3: Kirkwood & Dove 1/25/2015 Intersection Int Delay, s/veh 14.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 59 171 108 166 213 21 107 33 134 11 80 67 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - None - None - None None Storage Length 150 150 150 150 150 Veh in Median Storage, # - 0 - - 0 - 0 - 0 Grade, % - 0 - - 0 - 0 - 0 Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 64 186 117 180 232 23 116 36 146 12 87 73 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 254 0 0 186 0 0 834 929 93 843 918 127 Stage - - - - - - 314 314 - 604 604 - Stage 2 - - 520 615 - 239 314 - Critical Hdwy 4.14 4.14 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - 6.54 5.54 - 6.54 5.54 - Critical Hdwy Stg 2 - - 6.54 5.54 - 6.54 5.54 - Follow-up Hdwy 2.22 2.22 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1308 1386 261 266 946 257 270 900 Stage - - 671 655 - 452 486 - Stage 2 - - 507 480 - 743 655 - Platoon blocked, % Mov Cap-1 Maneuver 1308 1386 146 220 946 166 223 900 Mov Cap-2 Maneuver - - 146 220 - 166 223 - Stage 1 638 623 430 423 Stage 2 322 418 563 623 Approach EB WB NB SIB HCM Control Delay, s 1.4 3.3 42.2 20.5 HCM LOS E C Minor Lane/Major Mvmt NBLn1 NBLn2 NBLn3 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 146 220 946 1308 1386 208 422 HCM Lane V/C Ratio 0.797 0.163 0.154 0.049 0.13 0.267 0.276 HCM Control Delay (s) 88.5 24.5 9.5 7.9 8 28.5 16.7 HCM Lane LOS F C A A A D C HCM 95th %tile Q(veh) 5 0.6 0.5 0.2 0.4 1 1.1 2020 Sat Total-2.syn Synchro 8 Report Page 1 HCM 2010 TWSC 10: Kirkwood & Drive 4 1/25/2015 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 73 0 0 200 210 145 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 0 150 - 150 Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 79 0 0 217 228 158 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 337 114 228 0 0 Stage 1 228 - - - - Stage 2 109 - - 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 633 917 1337 Stage 1 788 - - Stage 2 903 - - Platoon blocked, % Mov Cap-1 Maneuver 633 917 1337 Mov Cap-2 Maneuver 668 - - Stage 1 788 Stage 2 903 Approach EB NB SIB HCM Control Delay, s 11.1 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1337 668 HCM Lane V/C Ratio - 0.119 HCM Control Delay (s) 0 11.1 0 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0 0.4 - 2020 Sat Total-2.syn Synchro 8 Report Page 2 HCM 2010 TWSC 11: Kirkwood & Drive 5 1/25/2015 Intersection Int Delay, s/veh 4.6 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 187 0 0 13 14 195 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None None Storage Length 0 0 150 - 150 Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 203 0 0 14 15 212 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 22 8 15 0 0 Stage 1 15 - - - - Stage 2 7 - - 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 991 1072 1601 Stage 1 1005 - - Stage 2 1015 - - Platoon blocked, % Mov Cap-1 Maneuver 991 1072 1601 Mov Cap-2 Maneuver 913 - - Stage 1 1005 Stage 2 1015 Approach EB NB SIB HCM Control Delay, s 10.1 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1601 913 HCM Lane V/C Ratio - 0.223 HCM Control Delay (s) 0 10.1 0 HCM Lane LOS A B A HCM 95th %tile Q(veh) 0 0.9 - 2020 Sat Total-2.syn Synchro 8 Report Page 3 HCM 2010 TWSC 12: Kirkwood & Drive 6 1/25/2015 Intersection Int Delay, s/veh 4.1 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 13 0 0 0 0 14 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None None None Storage Length 0 - Veh in Median Storage, # 0 0 0 Grade, % 0 - 0 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 14 0 0 0 0 15 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 8 8 15 0 0 Stage 1 8 - - - - 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 1011 1072 1601 Stage 1 1013 - - Stage 2 - - - Platoon blocked, % Mov Cap-1 Maneuver 1011 1072 1601 Mov Cap-2 Maneuver 1011 - - Stage 1 1013 Stage 2 - Approach EB NB SIB HCM Control Delay, s 8.6 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1601 1011 HCM Lane V/C Ratio - 0.014 HCM Control Delay (s) 0 8.6 HCM Lane LOS A A HCM 95th %tile Q(veh) 0 0 2020 Sat Total-2.syn Synchro 8 Report Page 4 Timings 3: Dove & Kirkwood 1/25/2015 --1. .4- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBL SBT Lane Configurations tt r t tt r Volume (vph) 59 171 108 166 213 107 33 134 11 80 Turn Type pm+pt NA Perm pm+pt NA pm+pt NA Perm Perm NA Protected Phases 1 6 5 2 3 8 4 Permitted Phases 6 6 2 8 8 4 Detector Phase 1 6 6 5 2 3 8 8 4 4 Switch Phase Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 8.0 20.0 20.0 8.0 20.0 8.0 20.0 20.0 20.0 20.0 Total Split (s) 17.0 37.0 37.0 31.0 51.0 23.0 52.0 52.0 29.0 29.0 Total Split (%) 14.2% 30.8% 30.8% 25.8% 42.5% 19.2% 43.3% 43.3% 24.2% 24.2% Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All -Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lead Lead -Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None C-Max None None None None None Act Effct Green (s) 86.8 80.2 80.2 91.6 84.2 19.1 19.1 19.1 9.3 Actuated g/C Ratio 0.72 0.67 0.67 0.76 0.70 0.16 0.16 0.16 0.08 v/c Ratio 0.08 0.08 0.11 0.20 0.10 0.58 0.06 0.39 0.56 Control Delay 3.1 5.4 1.0 4.3 6.5 59.5 41.5 9.8 37.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.1 5.4 1.0 4.3 6.5 59.5 41.5 9.8 37.2 LOS A A A A A E D A D Approach Delay 3.6 5.6 33.0 37.2 Approach LOS A A C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 24 (20%), Referenced to phase 2:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated -Coordinated Maximum v/c Ratio: 0.58 Intersection Signal Delay: 15.7 Intersection LOS: B Intersection Capacity Utilization 37.9% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: Dove & Kirkwood 41 02 R 04 03 17s 1 1515 152 29s 235 05 --* }46 108 31s 1 1375 s 2020 Sat Total-2 with Signal and ByPass.syn Synchro 8 Report Page 1 Queues 3: Dove & Kirkwood 1/25/2015 --1. .4- t t Lane Group EBL EBT EBR WBL WBT NBL NBT NBR SBT Lane Group Flow (vph) 64 186 117 180 255 116 36 146 172 v/c Ratio 0.08 0.08 0.11 0.20 0.10 0.58 0.06 0.39 0.56 Control Delay 3.1 5.4 1.0 4.3 6.5 59.5 41.5 9.8 37.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 3.1 5.4 1.0 4.3 6.5 59.5 41.5 9.8 37.2 Queue Length 50th (ft) 7 22 0 29 30 82 12 0 38 Queue Length 95th (ft) 13 38 2 58 53 135 27 55 74 Internal Link Dist (ft) 325 170 331 452 Turn Bay Length (ft) 150 150 150 150 150 Base Capacity (vph) 922 2365 1097 1021 2453 394 1415 720 702 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.07 0.08 0.11 0.18 0.10 0.29 0.03 0.20 0.25 Intersection Summary 2020 Sat Total-2 with Signal and ByPass.syn Synchro 8 Report Page 2 HCM 2010 Roundabout 4: White Chapel & Dove 1/25/2015 Intersection Intersection Delay, s/veh 7.7 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 347 339 266 170 Demand Flow Rate, veh/h 354 345 271 173 Vehicles Circulating, veh/h 207 246 261 456 Vehicles Exiting, veh/h 422 211 300 117 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 8.4 8.2 6.1 7.9 Approach LOS A A A A Lane Left Left Bypass Left Bypass Left Designated Moves LTR LT R LT R LTR Assumed Moves LTR LT R LT R LTR RT Channelized 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 354 327 18 196 75 173 Cap Entry Lane, veh/h 919 884 1005 870 915 716 Entry HV Adj Factor 0.981 0.981 0.980 0.978 0.980 0.985 Flow Entry, veh/h 347 321 18 192 74 170 Cap Entry, veh/h 901 866 985 851 897 706 V/C Ratio 0.385 0.370 0.018 0.225 0.082 0.242 Control Delay, s/veh 8.4 8.4 3.8 6.6 4.8 7.9 LOS A A A A A A 95th %tile Queue, veh 2 2 0 1 0 1 2020 Sat Total-2 with Signal and ByPass.syn Synchro 8 Report Page 5 Appendix D City of Southlake, TxDOT Access Manual Roadway Design Manual Excerpts multi -family and service driveways shall be permitted on collector or local streets provided that they meet the design standards in Section 5.1. d. REQUIRED INTERNAL STORAGE (STACKING / MIMMUM THROAT LENGTH): The driveway for any multi -family, commercial or industrial property that connects to a major street facility or collector or local street shall extend onto private property a minimum distance of 10 feet, but not less than the required front bufferyard width, from the right-of-way line before intersecting any internal circulation drive. Internal storage (stacking) shall be provided on multi -family, commercial or industrial properties for corresponding driveways in accordance with Table Two for driveways that provide ingress/egress to parking areas of 20 or greater spaces. TABLE TWO Average Number of Parking Spaces per Drivewayt Total Number of Parking Spaces$ Minimum Storage Length 20-49 20-49 (bufferyard width + 18') or 28 ; whichever is greater 50-199 50' 200+ 75' 50 to 199 50-199 75' 200+ 100' 200+ 200+ 150' t The average number of parking spaces per driveway is calculated by dividing the total number of parking spaces by the number of commercial & multi -family driveways. (Service driveways are not included in the calculation.) $ `Ihe total number of parking spaces is the sum of all spaces accessible by a driveway or driveways both on -site and off -site. The internal storage shall be separated from parking areas by a raised curb island or median with a back -of -curb to back -of -curb width equal to the minimum storage length divided by 25 or 3 feet, whichever is greater_ Planting requirements for the island or median shall be in accordance with Sections 3.4(b) and 3.5 of the Landscape Ordinance No. 544, excluding the requirements for canopy trees. Appropriate signage (e.g. stop, yield, etc.) shall be placed for any vehicular cross movement or internal circulation that intersects the ingress/egress circulation beyond the required internal storage. - 10- Chapter 2 —Access Management Criteria Section 7 —Auxiliary Lanes Functional Criteria Table 2-3 presents thresholds for auxiliary lanes. These thresholds represent examples of where left turn and right turn lanes should be considered. Refer to the TxDOT Roadway Design Manual, Chapter 3, for proper acceleration and deceleration lengths. Table 2-3: Auxiliary Lane Thresholds Median Type Left Turn to or from Property Right Turn to or from Property (5) Acceleration Deceleration Acceleration Deceleration Non -Traversable (2) All Right turn egress > ♦ > 45mph where (Raised median) 200vph (4) right turn volume is > 50vph(3) ♦ <_ 45 where right turn volume is > 60V h(3) Traversable (2) (1) Same as above Same as above Undivided Road (1) Refer to Table 3-11, TxDOTRoadway Design Manual, for alternative left -turn -bay operational considerations. (2) A left -turn acceleration lane may be required if it would provide a benefit to the safety and operation of the roadway. A left -turn accelerati on lane is generally not required where the posted speed is 40 mph or less, or where the acceleration lane would interfere with the left -turn ingress movements to any other access connection. (3) Additional right -turn considerations: ♦ Conditions for providing an exclusive right -turn lane when the right -turn traffic volume projections are less than indicated in Table 2-3: • High crash experience • Heavier than normal peak flow movements on the main roadway • Large volume of truck traffic • Highways where sight distance is limited ♦ Conditions for NOT requiring a right -turn lane where right -turn volumes are more than indicated in Table 2-3: • Dense or built -out corridor where space is limited • Where queues of stopped vehicles would block the access to the right turn lane • Where sufficient length of property width is not available for the appropriate design (4) The acceleration lane should not interfere with any downstream access connection. ♦ The distance from the end of the acceleration lane taper to the next unsignalized downstream access connection should be equal to or greater than the distances found in Table 2-2. ♦ Additionally, if the next access connection is signalized, the distance from the end of the acceleration lane taper to the back of the 90th percentile queue should be greater than or equal to the distances found in Table 2-2. (5) Continuous right -turn lanes can provide mobility benefits both for through movements and for the turning vehicles.' Access connections within a continuous right turn lane should meet the spacing requirements found in Table 2-2. However, when combined with crossing left in movements, a continuous right -turn lane can introduce additional operational conflicts. 'Florida Department of Transportation (FDOT), Florida's Driveway Handbook, 2002. Access Management Manual 2-17 TxDOT 612004 Chapter 2 Access Management Criteria Section 6 Other State System Highways Table 2-2 does not apply to rural highways outside of metropolitan planning organization boundaries where there is little, if any, potential for development with current ADT volumes below 2000. For those highways, access location and design will be evaluated based on safety and traffic operation considerations. Such considerations may include traffic volumes, posted speed, turning volumes, presence or absence of shoulders, and roadway geometrics. Table 2- 2: Other State Highways Connection Spacing Criteria Other State Highways Minimum Connection Spacing (1)(2) (3) Posted Speed (mph) Distance ft < 30 200 35 250 40 305 45 360 >_ 50 425 (1) Distances are for passenger cars on level grade. These distances may be adjusted for downgrades and/or significant truck traffic. Where present or projected traffic operations indicate specific needs, consideration may be given to intersection sight distance and operational gap acceptance measurement adjustments. (2) When these values are not attainable, refer to the deviation process as described in Chapter 3, Section 1 or Chapter 2, Section 2. (3) Access spacing values shown in this table do not apply to rural highways outside of metropolitan planning organization boundaries where there is little, if any, potential for development with current ADT levels below 2000. Access connection spacing below the values shown in this table may be approved based on safety and operational considerations as determined by TxDOT. Corner Clearance Corner clearance refers to the separation of access connections from roadway intersections. Table 2-2 provides minimum corner clearance criteria. Where adequate access connection spacing cannot be achieved, the permitting authority may allow for a lesser spacing when shared access is established with an abutting property. Where no other alternatives exist, construction of an access connection may be allowed along the property line farthest from the intersection. To provide reasonable access under these conditions but also provide the safest operation, consideration should be given to designing the driveway connection to allow only the right -in turning movement or only the right-in/right out turning movements if feasible. Access Management Manual 2-15 RDOT 612004 Chapter 2 Access Management Criteria Section S Frontage Roads Section 5 Frontage Roads Overview This section describes the function and characteristics of freeway frontage roads, including how access connections will be applied along these frontage roads. Frontage roads are roadways that are constructed generally parallel to a freeway or other highway. Figure 2-2 shows a typical frontage road application. Freeway frontage roads normally have at -grade interchanges with the arterial streets, which are generally perpendicular to the freeway and are grade -separated from the freeway mainlanes. Under fully developed conditions, the at -grade intersections of frontage roads and arterials are typically signalized. Ramps provide connections between the frontage roads and the freeway. Traffic traveling from an arterial street to the freeway first turns from the arterial onto the frontage road and then travels along the frontage road to a freeway entrance ramp. Traffic traveling from the freeway to an arterial street leaves the freeway by means of an exit ramp that connects to the frontage road and then travels along the frontage road to its intersection with the arterial street. Other streets may also intersect with frontage roads. By means of these intersections, access is provided between the freeway system and the developments that have access onto these streets. Figure 2-2: Freeway with Frontage Roads Access Management Manual 2-10 TxDOT 612004 Chapter 2 Access Management Criteria Section S Frontage Roads Application of the Criteria Frontage roads may be considered in order to provide direct access to abutting property where 1) alternative access is not available and the property would otherwise be landlocked, 2) it is not feasible for the Department to purchase the access, and 3) the frontage road allows for improved mobility together with the property access. Direct access to the frontage road is prohibited in the vicinity of ramp connections, as described in the TxDOT Roadway Design Manual, Chapter 3. Otherwise, on roadways where TxDOT does not control the access, access connecting to the frontage road is typically permitted subject to the access connection criteria set forth in this manual. For application of access connections where TxDOT controls the access, refer to Chapter 2, Section 2, Application of Access Criteria. Connection Spacing Criteria for Frontage Roads Table 2-1 gives the minimum connection spacing criteria for frontage roads. However, a lesser connection spacing than set forth in this document may be allowed without deviation in the following situations: ♦ To keep from land -locking a property where such land -locking is solely the result of action by TxDOT (for example, design and construction modifications which physically prevent a driveway installation due to grade changes, retaining walls, or barrier installations) where TxDOT does not control the access; or ♦ Replacement or re-establishment of reasonable access to the state highway system under highway reconstruction/rehabilitation projects. The above references to land -locking do not apply to circumstances where an existing larger tract of land is subsequently (after the effective date of this manual) further subdivided (and the subdivided lots sold to separate owners) and the original tract of land either already has an existing permitted access connection point, or would qualify for such an access connection point based upon the spacing requirements of this manual. Potential land -locking caused by subdivision and resale is the result of such subdivision process and will not alone justify variances or deviations in the spacing requirements contained in this manual. Therefore, as part of the subdividing process, the party proposing the subdivision (and the municipality approving such subdivisions) should require and provide some type of internal access easements to the existing access connection points (or to such access connection point locations that qualify for future permits based on this manual's spacing requirements). It should be noted that for areas with conventional diamond ramp patterns the most critical areas for operations are between the exit ramp and the arterial street and between the arterial street and the entrance ramp. In X-ramp configurations, the most critical areas are between the exit ramp and the subsequent entrance ramp. While Table 2-1 gives minimum connection spacing criteria, the critical areas with respect to the ramp pattern may need greater spacing requirements for operational, safety, and weaving efficiencies. The distance between access connections is measured along the edge of the traveled way from the closest edge of pavement of the first access connection to the closest edge of Access Management Manual 2-11 TxDOT 612004 Chapter 2 Access Management Criteria Section S Frontage Roads pavement of the second access connection (Refer to Figure 2-1). Additionally, the access connection spacing in the proximity of frontage road U-turn lanes will be measured from the inside edge of the U-turn lane to the closest edge of the first access connection (Refer to Figure 2-3) C m E m 7 0 AICCB$$ Connection Spec I ng o {refer to Tcble 2-11 FRONTAGE ROAD FREEWAY MAINLANES ~ 7 FRONTAGE ROAD Ne, E Access connection Spacing Q (refer to Table 2-1) a a 4- 4- 0 0 m 0 v 0 W Ld Figure 2-3: Frontage Road U-Turn Spacing Diagram w �w �w �a Access Management Manual 2-12 TxDOT 612004 Chapter 2 Access Management Criteria Section S Frontage Roads Table 2- 1: Frontage Road Connection Spacing Criteria Minimum Connection Spacing Criteria for Frontage Roads(1)(2) Minimum Connection Spacing (feet) Posted Speed (mph) One -Way Frontage Two -Way Frontage Roads Roads < 30 200 200 35 250 300 40 305 360 45 360 435 >_ 50 425 510 (1) Distances are for passenger cars on level grade. These distances may be adjusted for downgrades and/or significant truck traffic. Where present or projected traffic operations indicate specific needs, consideration may be given to intersection sight distance and operational gap acceptance measurement adjustments. (2) When these values are not attainable, refer to the deviation process as described in Chapter 3, Section 1 or Chapter 2, Section 2. Access Management Manual 2-13 TxDOT 612004 Appendix E Traffic Signal Warrant Study A TRAFFIC SIGNAL WARRANT ASSESSMENT FOR THE INTERSECTION OF DOVE ROAD AND KIRKWOOD BOULEVARD IN SOUTH LAKE, TEXAS Prepared for: WWinkelmann &Associates, Inc, Winkelmann & Associates, Inc. 6750 Hillcrest Plaza Suite 325 Dallas, Texas 75230 Prepared by: :FeShazo Groul 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 January 26, 2015 (Revised) DeShazo #13057 111L -A DeShazo Group Traffic. Transportation Planning. Parking. Design. TECHNICAL MEMORANDUM To: Mr. Mike Clark, P.E. Winkelmann & Associates, Inc. From: DeShazo Group, Inc. Date: January 26, 2015 Re: Traffic Signal Warrant Assessment for the Intersection of Dove Road and Kirkwood Boulevard in Southlake, Texas (DeShazo #13057) Introduction The services of DeShazo Group, Inc. (DeShazo) were retained by Winkelmann & Associates, Inc. to conduct a Traffic Signal Warrant Assessment for the intersection of Dove Road and Kirkwood Boulevard in Southlake, Texas. DeShazo is an engineering consulting firm providing licensed engineers skilled in the field of traffic & transportation engineering. The subject intersection is located on Dove Road approximately 1,000 feet east of the SH 114 northbound frontage road and 1,000 feet west of White Chapel Boulevard (see Exhibit 1). This intersection will also serve a proposed commercial development located south of Dove Road between SH 114 and White Chapel Boulevard (see Exhibit 2). This report will summarize the findings of the Traffic Signal Warrant Assessment in a request for approval of the installation of a traffic signal at the subject intersection. This report will be provided to the City of Southlake staff (Staff) for technical review to fulfill the associated requirements of the local approval process. Signal Warrant Assessment -Existing Conditions Traffic Signal Warrants The Texas MUTCD defines a series of traffic signal warrants to be used in the investigation of a traffic signal installation. These warrants are listed as follows (also see Appendix): Warrant 1Eight-Hour Vehicular Volume Warrant 2—Four-Hour Vehicular Volume Warrant 3—Peak Hour Warrant 4—Pedestrian Volume Warrant 5—School Crossing Warrant 6--Coordinated Signal System Warrant 7—Crash Experience Warrant 8—Roadway Network 400 South Houston Street, Suite 330 Dallas, Texas 75202 P. 214.748.6740 F. 214.748.7037 www.deshazogroup.com Existing Traffic Volumes The traffic volumes to be used in the signal warrant analyses include the sum of the approach volumes (i.e., traffic volumes entering the intersection) on the major street and the higher of the two minor street approach volumes. These volumes were taken from the manual and automated traffic counts collected in May and August of this year and are shown in Table 1 (also see Appendix). If current traffic volumes do not satisfy the signal warrant criteria, traffic for the proposed development will be generated and added to the existing volumes for a'future scenario' analysis. Table 1 2013 Hourly Volumes Time Start Dove WB L T R Kirkwood SB L T R Dove EB L T R Kirkwood NB L T R 6:00 AM 50 42 265 7:00 AM 336 141 523 8:00 AM 246 82 470 9:00 AM 94 57 248 10:00 AM 91 40 143 11:00 AM 96 107 158 12:00 PM 122 100 267 1:00 PM 113 54 231 2:00 PM 185 74 248 3:00 PM 236 110 215 4:00 PM 205 241 218 5:00 PM 227 362 280 6:00 PM 235 199 257 7:00 PM 144 82 151 8:00 PM 103 38 118 9:00 PM 77 21 83 10:00 PM 28 3 60 11:00 PM 17 4 23 Right Turn Reductions The Texas MUTCD has provisions for different adjustments in the assessment of the traffic -volume -related warrants. For instance, right -turning vehicles may turn "right -on -red" at a traffic signal under the same conditions as turning right at an unsignalized, STOP -controlled intersection approach. At intersection approaches on the minor street where the ability to turn right is uninhibited due to the intersection geometry (e.g., an exclusive right -turn lane exists) or where a disproportionately high percentage of vehicles are turning right (i.e., there is not a significant queue of vehicles turning left or traveling straight), then: "Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor- street traffic count when evaluating the count against the above signal warrants."' Because the data collected was not described in terms of turning movements, no adjustments for right turns have been made. Warrant Analysis The warrant analysis is based on the following assumptions: • The subject intersection will be studied under existing volume conditions. The traffic volumes for this study were collected on a typical weekday in May and August of 2013 (see Appendix). If current traffic volumes do not satisfy the signal warrant criteria, traffic for the proposed development will be generated and added to the existing volumes for a 'future scenario' analysis. • Integration of a traffic signal at the subject intersection shall be appropriately coordinated with surrounding, existing traffic signals where applicable. However, these considerations were not directly evaluated as a primary factor in the justification of the traffic signal installation. 1 TxMUTCD 2006- Sect. 4C.01 page 4C-1 • Based upon background knowledge of the subject intersections, the basis for this traffic signal warrant assessment is derived primarily from vehicular traffic volumes. The pedestrian activity and accident history warrants will only be examined if the volumetric warrants are not satisfied. • The remaining volume -related warrants (1, 2 and 3) are considered in this analysis. The results of the analysis for existing (2013) traffic volumes are summarized in Table 2 and detailed results are provided in Appendix. Table 2 Existing Traffic Signal Warrant Analysis Results Weekday Warrant 1. Eight -Hour Vehicular Volume Not Satisfied Warrant 2. Four -Hour Vehicular Volume Not Satisfied Warrant 3. Peak -Hour Vehicular Volume Not Satisfied The Texas MUTCD stipulates that a traffic signal control may be installed at the discretion of the authorized agency responsible for traffic control installation and maintenance provided that one or more of the published signal warrants are met. However, the existing volumes do not satisfy any of the volume -based warrants at the subject intersection. Signal Warrant Assessment -Future Conditions Future Traffic Volumes Tables 3 & 4 illustrates the future background traffic volumes on Dove and Kirkwood assuming a 4% growth rate over a 2-year and 7-year period. The traffic volumes to be used in the future signal warrant analyses include the sum of the approach volumes (i.e., traffic volumes entering the intersection) on the major street and the higher of the two minor street approach volumes. The volumes used for analysis include the existing traffic volumes and traffic volumes for the proposed development derived from the Institute of Transportation Engineers (ITE) Trip Generation manual (91h 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. It is assumed that the "mode split" characteristics inherent to the ITE trip rates will adequately reflect the mode choices associated with this development. Table 3 2015 Hourly Background Volumes Time Start Dove WB L T RT Kirkwood SIB L T R Dove EB L T R Kirkwood NB L T R 6:00 AM 54 45 287 7:00 AM 363 153 566 8:00 AM 266 89 508 9:00 AM 102 62 268 10:00 AM 98 43 155 11:00 AM 104 116 171 12:00 PM 132 108 289 1:00 PM 122 58 250 2:00 PM 200 80 268 3:00 PM 255 119 233 4:00 PM 222 261 236 5:00 PM 246 392 303 6:00 PM 254 215 278 7:00 PM 156 89 163 8:00 PM 111 41 128 9:00 PM 83 23 90 10:00 PM 30 3 65 11:00 PM 18 4 25 Table 4 2020 Hourly Background Volumes Time Start Dove WB L T RT Kirkwood SB L T R Dove EB L T R Kirkwood NB L T R 6:00 AM 66 55 349 7:00 AM 442 186 688 8:00 AM 324 108 619 9:00 AM 124 75 326 10:00 AM 120 53 188 11:00 AM 126 141 208 12:00 PM 161 132 351 1:00 PM 149 71 304 2:00 PM 243 97 326 3:00 PM 311 145 283 4:00 PM 270 317 287 5:00 PM 299 476 368 6:00 PM 309 262 338 7:00 PM 190 108 199 8:00 PM 136 50 155 9:00 PM 101 28 109 10:00 PM 37 4 79 11:00 PM 22 5 30 Table 5 summarizes the trip generation calculations for the proposed center. The appropriate excerpts from the ITE Trip Generation Manua1-8`h Edition are provided in the Appendix. Table 5 Southlake Center Trip Generation Land Use Quantity Daily Traffic AM Peak Hour PM Peak Hour Weekend Peak Hour Total In Out Total In Out Total In Out 820—Shopping Center 204,300 8,725 196 122 74 967 464 503 1,391 723 668 Totals 8,725 196 122 74 967 464 503 1,391 723 668 In order to develop more than just these two hours of trip generation, the ITE manual offers information regarding the hourly, daily and monthly variation factors for shopping centers of various sizes. Exhibit 3 illustrates these factors as shown in the ITE Trip Generation manual (8" Edition). Using the factors shown in Table 1 of Exhibit 3, an additional 12 hours of traffic data for the shopping center was generated. Hourly turning movements were then calculated for the intersection by applying the trip orientation percentages shown in the DeShazo traffic study dated January 26, 2015 to the shopping center volumes (and assuming that these percentages remain the same all day). The traffic volumes associated with the proposed shopping center are shown in Table 6. Table 7 and 8 shows the 2015 background plus site traffic and 2020 background plus site and it is this volume set which will be used for the future signal warrant analysis. Table 6 Hourly Shopping Center Traffic Using Dove Road and Kirkwood Boulevard Based on ITE Hourly Shopping Center Trip Rates Time Start L Dove WB T RT Kirkwood SB L T R Dove EB L T R L Kirkwood NB T R 6:00 AM 7:00 AM 33 12 12 7 18 16 4 16 8:00 AM 9:00 AM 10:00 AM 90 33 33 28 50 62 14 62 11:00 AM 90 33 33 37 50 81 18 81 12:00 PM 90 33 33 36 50 79 18 79 1:00 PM 81 30 30 33 45 72 16 72 2:00 PM 106 39 39 34 59 75 17 75 3:00 PM 113 42 42 41 63 91 21 91 4:00 PM 114 42 42 45 63 100 23 100 5:00 PM 125 46 46 50 70 111 25 111 6:00 PM 87 32 32 36 48 80 18 80 7:00 PM 64 24 24 23 35 51 12 51 8:00 PM 49 18 18 19 27 41 9 41 9:00 PM 22 8 8 8 12 17 4 17 10:00 PM 11:00 PM Table 7 Year 2015 Hourly Total Traffic Using Dove Road and Kirkwood Boulevard Based on ITE Hourly Shopping Center Trip Rates Time Start L Dove WB T RT Kirkwood SB L T R Dove EB L T R L Kirkwood NB T R 6:00 AM 54 45 287 7:00 AM 33 376 165 573 18 16 4 16 8:00 AM 266 89 508 9:00 AM 102 62 268 10:00 AM 90 132 76 183 50 62 14 62 11:00 AM 90 137 149 208 50 81 18 81 12:00 PM 90 165 141 325 50 79 18 79 1:00 PM 81 152 89 283 45 72 16 72 2:00 PM 106 239 119 302 59 75 17 75 3:00 PM 113 297 161 274 63 91 21 91 4:00 PM 114 264 303 281 63 100 23 100 5:00 PM 125 292 438 353 70 111 25 111 6:00 PM 87 286 248 314 48 80 18 80 7:00 PM 64 179 112 186 35 51 12 51 8:00 PM 49 130 59 146 27 41 9 41 9:00 PM 22 92 31 98 12 17 4 17 10:00 PM 30 3 65 11:00 PM 18 4 25 Table 8 Year 2020 Hourly Total Traffic Using Dove Road and Kirkwood Boulevard Based on ITE Hourly Shopping Center Trip Rates Time Start L Dove WB T RT Kirkwood SB L T R Dove EB L T R L Kirkwood NB T R 6:00 AM 66 55 349 7:00 AM 33 454 198 696 18 16 4 16 8:00 AM 324 108 619 9:00 AM 124 75 326 10:00 AM 90 153 86 217 50 62 14 62 11:00 AM 90 159 174 245 50 81 18 81 12:00 PM 90 194 165 387 50 79 18 79 1:00 PM 81 179 101 337 45 72 16 72 2:00 PM 106 283 137 360 59 75 17 75 3:00 PM 113 352 187 324 63 91 21 91 4:00 PM 114 312 359 332 63 100 23 100 5:00 PM 125 345 523 419 70 111 25 111 6:00 PM 87 342 294 374 48 80 18 80 7:00 PM 64 213 131 222 35 51 12 51 8:00 PM 49 154 68 174 27 41 9 41 9:00 PM 22 110 36 117 12 17 4 17 10:00 PM 37 4 79 11:00 PM 22 5 30 Right Turn Reductions The Texas MUTCD has provisions for different adjustments in the assessment of the traffic -volume -related warrants. For instance, right -turning vehicles may turn "right -on -red" at a traffic signal under the same conditions as turning right at an unsignalized, STOP -controlled intersection approach. At intersection approaches on the minor street where the ability to turn right is uninhibited due to the intersection geometry (e.g., an exclusive right -turn lane exists) or where a disproportionately high percentage of vehicles are turning right (i.e., there is not a significant queue of vehicles turning left or traveling straight), then: "Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor- street traffic count when evaluating the count against the above signal warrants."2 In order to be consistent with the existing conditions analysis, no adjustments for right turns have been made. Warrant Analysis The warrant analysis is based on the following assumptions: • The traffic volumes for this study are composed of existing counts on Dove Road and Kirkwood Boulevard (May & August 2013 — see Appendix) and a portion of the ITE Trip Generation volumes for the proposed shopping center. • Integration of a traffic signal at the subject intersection shall be appropriately coordinated with surrounding, existing traffic signals where applicable. However, these considerations were not directly evaluated as a primary factor in the justification of the traffic signal installation. • Based upon background knowledge of the subject intersections, the basis for these traffic signal warrants is derived primarily from vehicular traffic volumes. The pedestrian activity and traffic accident history are typically only applicable traffic signal warrants in extreme or severe conditions. 2 TxMUTCD 2006- Sect. 4C.01 page 4C-1 Pedestrian and traffic accident conditions at these locations are assumed to be insufficient to satisfy the respective traffic signal warrants. Therefore, this data was not collected or included in this analysis. Should assessment of pedestrian activity, traffic accident history and/or other warrants be desired, additional study will be required. • The remaining volume -related warrants (1, 2, and 3) are considered in this analysis. The results of the analysis are summarized in Table 9 and detailed results are provided in the Appendix. Table 9 Future Traffic Signal Warrant Analysis Results (ITE Profile Traffic Volumes) 2015 & 2020 2015 Total 2020 Total Background Warrant 1. Eight -Hour Not Satisfied Not Satisfied Satisfied (8 hours) Vehicular Volume Warrant 2. Four -Hour Not Satisfied Not Satisfied Satisfied (4 hours) Vehicular Volume Warrant 3. Peak -Hour Not Satisfied Not Satisfied Satisfied (2 hours) Vehicular Volume The Texas MUTCD stipulates that a traffic signal control may be installed at the discretion of the authorized agency responsible for traffic control installation and maintenance provided that one or more of the published signal warrants are met. The criteria for Warrant 1-Eight Hour, Warrant 2-Four Hour and Warrant 3-Peak Hour are satisfied at the subject intersection with consideration of the future traffic volumes generated by the proposed shopping center with background growth in the year 2020. This study reports that background traffic plus site traffic in the year 2020 may meet three warrants outlined in the TMUTCD. It would be recommended that conduit and pull boxes be installed at appropriate locations in concert with the construction of Kirkwood Boulevard on the site to facilitate a signal when warranted in the future. Activity on the Property to the east and south would trigger a reassessment of the signal. Conclusions / Recommendations The purpose of a Traffic Signal Warrant Assessment is to determine the feasibility of installing a traffic control signal at a designated location. Based on a combination the existing traffic volume information and the projected traffic generated by the proposed shopping center, the intersection of Dove Road and Kirkwood Boulevard will satisfy at least three of the signal warrants listed in the TMUTCD in the year 2020: - Warrant 1 — Eight Hour Volumes (satisfied 8 hours) - Warrant 2 — Four Hour Volumes (satisfied 4 hours) and - Warrant 3 — Peak Hour Volumes (satisfied 2 hours). _NEW i moo �iszi�o seo.� SVXH1 `HN'd7Hinos XXJ1Nno3 M NMOl HNb7Hinos Qag�aTa�ui� Nd7d 3115 NoIlDclaISNOD ZIo3 ION — I27[VNIwFlHdcf ¢ e� �< W oM �� "goo o a o4Ym v -zW''o^°`Ian M N tj w \ ® ��_ __-__- - -----_ ------------ - ----------- - - - w --------------------- ------------------------------------- ✓/ I� II II II II I I az, � II � El 6 o I Z o ��I 0 aQ_ a On zpi �Z.xp ®6 III I 3�� K' � V III III III II V III �N oho � AS =W, jS Doti I 415 _ Z / rn O h N M M N n OOi d W to OniM V C O n r O N ID m m d _ hM rn O LO O Q C � (V O N n 1 n M� i' y C d w f �ap V O M F V 4 p °o a o o p M M V o O y o O O (OOM� O y C � - O 00 OM M N � d O W (n W OiM M(p rn .L.. cOr O�N R V loMM (O (D NrQi I.Ci O] O7NN rn ri cd6 r Of Q� ..Ld.. (OON M tO co N C yP ry rn rn M O 2 N N M O o 0 3 of ri ro 'i m a °' O N M i° O O o n h v LLJ .- cr N M (O (O T O V NCa (°rnr1°v o E� @ N d 3 y m cd vmv^N e v O �'-a =m Nmo�� 'c w �n a' F- c� to r h N M V c c w 0 r G H O mcr m m y O ti `w cl .m yO N o oy c o 0 0 0 O mm m a a ao a ti�� mm a 66 a E EI E E E El y O oa �,�d„r V CN r 70� ct IfJN rnrn O jfJN y�a0 rnrnrn W � G R O LL O J L O � � V o COk dvmrcord �LL n(OhMh�Nr an � w L d n rn rn rn rn r ~ v L � W .d, p C d 'g O J C � M • � G a ap>M d�rrnrrMhv R L R FtA,po ,d LL u) (O p Q) to � � m C Y `cam.rrnmr O R O �,i W d ON r @ R "� Ci O OQ T Y �� Q O J o f? ° d y N M� h N rn� RL �LL tfJ h. N N O��Nm id'rnrnrnrnr H cdi w O d a J N '@pa-o (p @ a @ N @m p � o tngF�FLL�� d @ oJr�rn(n C0 �oa��ov ar m m L N N N . Q d O G- O� 0 Wd �Q~ O O N � c R � Z � v ad d o > Rye ~ � m O R � C d W V .R.. M r O N V' O is T ytn daOhrnrnrr OON MOO L c y n. t C j @ - C O � - d '- @ C LL N C mW mmao�aiacoaouioiai ~ � R 0 v mx �a N R m Q y N � ,p Q ° C� O N V O n M h 7 M O N 0 � � ~ �W `(O I' W morns am n(OMN R ®J O � dS c U O W� G y O'W O N C ,p L m Ff0 :: O _ O x�mm 10 V N1lJ W �d'QMMM c0 R C= m d W itD aO W h f�rn0�001!').pr C W'O R � G~ �o dax • O > o d C L x~ > Q ° y �wWr�l�r;(oaiaiaian:cn�f.= ~ J � 7 ax° E� � I I I NM�u>cQ E E E E I I,� E E I E E O rNrNMd'(OOn�Orn o W C O C� n UJ M O R N W h r rn r rn `rM(D` x NaNWI- m V'MMC'00O(f'INMN(O Qj In n(OM W t() Nr00 c u QC O'-,�'IA Vx m `(.�j N W ~ d a Q O d RLm O C �- �� O =�Mrnrnd'OT v x ` 7C O W O N N V;hOrN[-6 M (V � nj r d j 3 m N W h c y m O. d y V! W�mO C N am W W c O C 0 m �MrnrnU7 V N N� NN rnrnv rn m C�RppOrN ~ Oj I.[)Nr r N mN � ~ � n.N W C °� � O o 7 W O Tao R �=��nrnrnNmrnr(nhor;r �M(O n W dDNrn ai n: f�-h 03 } � m = C p� � �xo ad r� n � co r: co v r aNwF- 1":mr`;NMmnad E E E E E E � E E E N � � E E � � E E � I E E O r N r N coM�� (O n m rn N L F— O m � 2LL Xa W Q N I a C75 r-1 Appendix A Traffic Signal Warrant Descriptions Texas M TCD Manual on Uniform Traffic Control Devices Highway Traffic Signals 2011 Edition Page 455 CHAPTER 4A. GENERAL Section 4A.01 Types Support: 01 The following types and uses of highway traffic signals are discussed in Part 4: traffic control signals; pedestrian signals; hybrid beacons; emergency -vehicle signals; traffic control signals for one -lane, two-way facilities; traffic control signals for freeway entrance ramps; traffic control signals for movable bridges; toll plaza traffic signals; flashing beacons; lane -use control signals; and in -roadway lights. Section 4A.02 Definitions Relating to Highway Traffic Signals Support: 01 Definitions and acronyms pertaining to Part 4 are provided in Sections 1A.13 and 1A.14. December 2011 Sect. 4A.01 to 4A.02 Page 456 2011 Edition CHAPTER 4B. TRAFFIC CONTROL SIGNALS —GENERAL Section 4B.01 General Support: 01 Words such as pedestrians and bicyclists are used redundantly in selected Sections of Part 4 to encourage sensitivity to these elements of "traffic." 02 Standards for traffic control signals are important because traffic control signals need to attract the attention of a variety of road users, including those who are older, those with impaired vision, as well as those who are fatigued or distracted, or who are not expecting to encounter a signal at a particular location. Section 4B.02 Basis of Installation or Removal of Traffic Control Signals Guidance: 01 The selection and use of traffic control signals should be based on an engineering study of roadway, traffic, and other conditions. Support: 02 A careful analysis of traffic operations, pedestrian and bicyclist needs, and other factors at a large number of signalized and unsignalized locations, coupled with engineering judgment, has provided a series of signal warrants, described in Chapter 4C, that define the minimum conditions under which installing traffic control signals might be justified. Guidance: 03 Engineering judgment should be applied in the review of operating traffic control signals to determine whether the type of installation and the timing program meet the current requirements of all forms of traffic. 04 If changes in traffic patterns eliminate the need for a traffic control signal, consideration should be given to removing it and replacing it with appropriate alternative traffic control devices, if any are needed. 05 If the engineering study indicates that the traffic control signal is no longer justified, and a decision is made to remove the signal, removal should be accomplished using the following steps: A Determine the appropriate traffic control to be used after removal of the signal. B. Remove any sight -distance restrictions as necessary. C. Inform the public of the removal study. D. Flash or cover the signal heads for a minimum of 90 days, and install the appropriate stop control or other traffic control devices. E. Remove the signal if the engineering data collected during the removal study period confirms that the signal is no longer needed. Option: 06 Because Items C, D, and E in Paragraph 5 are not relevant when a temporary traffic control signal (see Section 4D.32) is removed, a temporary traffic control signal may be removed immediately after Items A and B are completed. 07 Instead of total removal of a traffic control signal, the poles, controller cabinet, and cables may remain in place after removal of the signal heads for continued analysis. Section 4B.03 Advantages and Disadvantages of Traffic Control Signals Support: 01 When properly used, traffic control signals are valuable devices for the control of vehicular and pedestrian traffic. They assign the right-of-way to the various traffic movements and thereby profoundly influence traffic flow. 02 Traffic control signals that are properly designed, located, operated, and maintained will have one or more of the following advantages: A. They provide for the orderly movement of traffic. B. They increase the traffic -handling capacity of the intersection if 1. Proper physical layouts and control measures are used, and 2. The signal operational parameters are reviewed and updated (if needed) on a regular basis (as engineering judgment determines that significant traffic flow and/or land use changes have occurred) to maximize the ability of the traffic control signal to satisfy current traffic demands. C. They reduce the frequency and severity of certain types of crashes, especially right-angle collisions. D. They are coordinated to provide for continuous or nearly continuous movement of traffic at a definite speed along a given route under favorable conditions. E. They are used to interrupt heavy traffic at intervals to permit other traffic, vehicular or pedestrian, to cross. Sect. 413.01 to 413.03 December 2011 2011 Edition Page 457 03 Traffic control signals are often considered a panacea for all traffic problems at intersections. This belief has led to traffic control signals being installed at many locations where they are not needed, adversely affecting the safety and efficiency of vehicular, bicycle, and pedestrian traffic. 04 Traffic control signals, even when justified by traffic and roadway conditions, can be ill -designed, ineffectively placed, improperly operated, or poorly maintained. Improper or unjustified traffic control signals can result in one or more of the following disadvantages: A. Excessive delay, B. Excessive disobedience of the signal indications, C. Increased use of less adequate routes as road users attempt to avoid the traffic control signals, and D. Significant increases in the frequency of collisions (especially rear -end collisions). Section 4B.04 Alternatives to Traffic Control Sim Guidance: 01 Since vehicular delay and the frequency of some types of crashes are sometimes greater under traffic signal control than under STOP sign control, consideration should be given to providing alternatives to traffic control signals even if one or more of the signal warrants has been satisfied. Option: 02 These alternatives may include, but are not limited to, the following: A. Installing signs along the major street to warn road users approaching the intersection; B. Relocating the stop line(s) and making other changes to improve the sight distance at the intersection; C. Installing measures designed to reduce speeds on the approaches; D. Installing a flashing beacon at the intersection to supplement STOP sign control; E. Installing flashing beacons on warning signs in advance of a STOP sign controlled intersection on major - and/or minor -street approaches; E Adding one or more lanes on a minor -street approach to reduce the number of vehicles per lane on the approach; G. Revising the geometries at the intersection to channelize vehicular movements and reduce the time required for a vehicle to complete a movement, which could also assist pedestrians; H. Revising the geometries at the intersection to add pedestrian median refuge islands and/or curb extensions; I. Installing roadway lighting if a disproportionate number of crashes occur at night; J. Restricting one or more turning movements, perhaps on a time -of -day basis, if alternate routes are available; K. If the warrant is satisfied, installing multi -way STOP sign control; L. Installing a pedestrian hybrid beacon (see Chapter 4F) or In -Roadway Warning Lights (see Chapter 4N) if pedestrian safety is the major concern; M. Installing a roundabout; and N. Employing other alternatives, depending on conditions at the intersection. Section 4B.05 Adequate Roadway Capacity Support: 01 The delays inherent in the alternating assignment of right-of-way at intersections controlled by traffic control signals can frequently be reduced by widening the major roadway, the minor roadway, or both roadways. Widening the minor roadway often benefits the operations on the major roadway, because it reduces the green time that must be assigned to minor -roadway traffic. In urban areas, the effect of widening can be achieved by eliminating parking on intersection approaches. It is desirable to have at least two lanes for moving traffic on each approach to a signalized location. Additional width on the departure side of the intersection, as well as on the approach side, will sometimes be needed to clear traffic through the intersection effectively. Guidance: 02 Adequate roadway capacity should be provided at a signalized location. Before an intersection is widened, the additional green time pedestrians need to cross the widened roadways should be considered to determine if it will exceed the green time saved through improved vehicular flow. 03 Other methods of increasing the roadway capacity at signalized locations that do not involve roadway widening, such as revisions to the pavement markings and the careful evaluation of proper lane -use assignments (including varying the lane use by time of day), should be considered where appropriate. Such consideration should include evaluation of any impacts that changes to pavement markings and lane assignments will have on bicycle travel. December 2011 Sect. 413.03 to 413.05 Page 458 2011 Edition CHAPTER 4C. TRAFFIC CONTROL SIGNAL NEEDS STUDIES Section 4C.01 Studies and Factors for Justifying Traffic Control Sim Standard: 01 An engineering study of traffic conditions, pedestrian characteristics, and physical characteristics of the location shall be performed to determine whether installation of a traffic control signal is justified at a particular location. 02 The investigation of the need for a traffic control signal shall include an analysis of factors related to the existing operation and safety at the study location and the potential to improve these conditions, and the applicable factors contained in the following traffic signal warrants: Warrant 1, Eight -Hour Vehicular Volume Warrant 2, Four -Hour Vehicular Volume Warrant 3, Peak Hour Warrant 4, Pedestrian Volume Warrant 5, School Crossing Warrant 6, Coordinated Signal System Warrant 7, Crash Experience Warrant 8, Roadway Network Warrant 9, Intersection Near a Grade Crossing 03 The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Support: 04 Sections 8C.09 and 8C.10 contain information regarding the use of traffic control signals instead of gates and/or flashing -light signals at highway -rail grade crossings and highway -light rail transit grade crossings, respectively. Guidance: 05 A traffic control signal should not be installed unless one or more of the factors described in this Chapter are met. 06 A traffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection. 07 A traffic control signal should not be installed if it will seriously disrupt progressive traffic flow. 08 The study should consider the effects of the right -turn vehicles from the minor -street approaches. Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor -street traffic count when evaluating the count against the signal warrants listed in Paragraph 2. 09 Engineering judgment should also be used in applying various traffic signal warrants to cases where approaches consist of one lane plus one left -turn or right -turn lane. The site -specific traffic characteristics should dictate whether an approach is considered as one lane or two lanes. For example, for an approach with one lane for through and right -turning traffic plus a left -turn lane, if engineering judgment indicates that it should be considered a one -lane approach because the traffic using the left -turn lane is minor, the total traffic volume approaching the intersection should be applied against the signal warrants as a one -lane approach. The approach should be considered two lanes if approximately half of the traffic on the approach turns left and the left -turn lane is of sufficient length to accommodate all left -turn vehicles. 10 Similar engineering judgment and rationale should be applied to a street approach with one through/left-turn lane plus a right -turn lane. In this case, the degree of conflict of minor -street right -turn traffic with traffic on the major street should be considered. Thus, right -turn traffic should not be included in the minor -street volume if the movement enters the major street with minimal conflict. The approach should be evaluated as a one -lane approach with only the traffic volume in the through/left-turn lane considered. 11 At a location that is under development or construction and where it is not possible to obtain a traffic count that would represent future traffic conditions, hourly volumes should be estimated as part of an engineering study for comparison with traffic signal warrants. Except for locations where the engineering study uses the satisfaction of Warrant 8 to justify a signal, a traffic control signal installed under projected conditions should have an engineering study done within I year ofputting the signal into stop -and -go operation to determine if the signal is justified. If not justified, the signal should be taken out of stop -and -go operation or removed. 12 For signal warrant analysis, a location with a wide median, even if the median width is greater than 30 feet, should be considered as one intersection. Sect. 4C.01 December 2011 2011 Edition Page 459 Option: 13 At an intersection with a high volume of left -turn traffic from the major street, the signal warrant analysis may be performed in a manner that considers the higher of the major -street left -turn volumes as the "minor -street" volume and the corresponding single direction of opposing traffic on the major street as the "major -street" volume. 14 For signal warrants requiring conditions to be present for a certain number of hours in order to be satisfied, any four sequential 15-minute periods may be considered as 1 hour if the separate 1-hour periods used in the warrant analysis do not overlap each other and both the major -street volume and the minor -street volume are for the same specific one -hour periods. 15 For signal warrant analysis, bicyclists may be counted as either vehicles or pedestrians. Support: 16 When performing a signal warrant analysis, bicyclists riding in the street with other vehicular traffic are usually counted as vehicles and bicyclists who are clearly using pedestrian facilities are usually counted as pedestrians. Option: 17 Engineering study data may include the following: A. The number of vehicles entering the intersection in each hour from each approach during 12 hours of an average day. It is desirable that the hours selected contain the greatest percentage of the 24-hour traffic volume. B. Vehicular volumes for each traffic movement from each approach, classified by vehicle type (heavy trucks, passenger cars and light trucks, public -transit vehicles, and, in some locations, bicycles), during each 15-minute period of the 2 hours in the morning and 2 hours in the afternoon during which total traffic entering the intersection is greatest. C. Pedestrian volume counts on each crosswalk during the same periods as the vehicular counts in Item B and during hours of highest pedestrian volume. Where young, elderly, and/or persons with physical or visual disabilities need special consideration, the pedestrians and their crossing times may be classified by general observation. D. Information about nearby facilities and activity centers that serve the young, elderly, and/or persons with disabilities, including requests from persons with disabilities for accessible crossing improvements at the location under study. These persons might not be adequately reflected in the pedestrian volume count if the absence of a signal restrains their mobility. E. The posted or statutory speed limit or the 85'-percentile speed on the uncontrolled approaches to the location. F. A condition diagram showing details of the physical layout, including such features as intersection geometries, channelization, grades, sight -distance restrictions, transit stops and routes, parking conditions, pavement markings, roadway lighting, driveways, nearby railroad crossings, distance to nearest traffic control signals, utility poles and fixtures, and adjacent land use. G. A collision diagram showing crash experience by type, location, direction of movement, severity, weather, time of day, date, and day of week for at least 1 year. 18 The following data, which are desirable for a more precise understanding of the operation of the intersection, may be obtained during the periods described in Item B of Paragraph 17: A. Vehicle -hours of stopped time delay determined separately for each approach. B. The number and distribution of acceptable gaps in vehicular traffic on the major street for entrance from the minor street. C. The posted or statutory speed limit or the 85t''-percentile speed on controlled approaches at a point near to the intersection but unaffected by the control. D. Pedestrian delay time for at least two 30-minute peak pedestrian delay periods of an average weekday or like periods of a Saturday or Sunday. E. Queue length on stop -controlled approaches. Section 4C.02 Warrant 1, Eight -Hour Vehicular Volume Support: 01 The Minimum Vehicular Volume, Condition A, is intended for application at locations where a large volume of intersecting traffic is the principal reason to consider installing a traffic control signal. 02 The Interruption of Continuous Traffic, Condition B, is intended for application at locations where Condition A is not satisfied and where the traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delay or conflict in entering or crossing the major street. 03 It is intended that Warrant 1 be treated as a single warrant. If Condition A is satisfied, then Warrant 1 is satisfied and analyses of Condition B and the combination of Conditions A and B are not needed. Similarly, if Condition B is satisfied, then Warrant 1 is satisfied and an analysis of the combination of Conditions A and B is not needed. December 2011 Sect. 4C.01 to 4C.02 Page 460 2011 Edition Standard: 04 The need for a traffic control signal shall be considered if an engineering study finds that one of the following conditions exist for each of any 8 hours of an average day: A. The vehicles per hour given in both of the 100 percent columns of Condition A in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection; or B. The vehicles per hour given in both of the 100 percent columns of Condition B in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection. In applying each condition the major -street and minor -street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of these 8 hours. Option: 05 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 70 percent columns in Table 4C-1 may be used in place of the 100 percent columns. Guidance: 06 The combination of Conditions A and B is intended for application at locations where Condition A is not satisfied and Condition B is not satisfied and should be applied only after an adequate trial of other alternatives that could cause less delay and inconvenience to traffic has failed to solve the traffic problems. Standard: 07 The need for a traffic control signal shall be considered if an engineering study finds that both of the following conditions exist for each of any 8 hours of an average day: A. The vehicles per hour given in both of the 80 percent columns of Condition A in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection; and B. The vehicles per hour given in both of the 80 percent columns of Condition B in Table 4C-1 exist on the major -street and the higher -volume minor -street approaches, respectively, to the intersection. These major -street and minor -street volumes shall be for the same 8 hours for each condition; however, the 8 hours satisfied in Condition A shall not be required to be the same 8 hours satisfied in Condition B. On the minor street, the higher volume shall not be required to be on the same approach during each of Table 4C-1. Warrant 1, Eight -Hour Vehicular Volume Condition A —Minimum Vehicular Volume Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher -volume minor -street approach (one direction only) Major Street I Minor Street 1 100%a 1 80%b T 700/.° 56%d 100%a I 80%b 70%° I 56%d 1 1 500 400 350 280 150 120 105 84 2 or more 1 600 480 420 336 150 120 105 84 2 or more 2 or more 600 480 420 336 200 160 140 112 1 2 or more 500 400 350 280 200 160 140 112 Condition B—Interruption of Continuous Traffic Number of lanes for moving traffic on each approach Vehicles per hour on major street (total of both approaches) Vehicles per hour on higher -volume minor -street approach (one direction only) Major Street I Minor Street I 100%a I 80%b 70%° I 56%d I 100%a I 80%b 70%° I 56%d 1 1 750 600 525 420 75 60 53 42 2 or more 1 900 720 630 504 75 60 53 42 2 or more 2 or more 900 720 630 504 100 80 70 56 1 2 or more 750 600 525 420 100 80 70 56 a Basic minimum hourly volume b Used for combination of Conditions A and B after adequate trial of other remedial measures ° May be used when the major -street speed exceeds 40 mph or in an isolated community with a population of less than 10,000 d May be used for combination of Conditions A and B after adequate trial of other remedial measures when the major -street speed exceeds 40 mph or in an isolated community with a population of less than 10,000 Sect. 4C.02 December 2011 2011 Edition Page 461 Option: 08 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 56 percent columns in Table 4C-1 may be used in place of the 80 percent columns. Section 4C.03 Warrant 2, Four -Hour Vehicular Volume Support: 01 The Four -Hour Vehicular Volume signal warrant conditions are intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal. Standard: 02 The need for a traffic control signal shall be considered if an engineering study finds that, for each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher -volume minor -street approach (one direction only) all fall above the applicable curve in Figure 4C-1 for the existing combination of approach lanes. On the minor street, the higher volume shall not be required to be on the same approach during each of these 4 hours. Option: 03 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, Figure 4C-2 may be used in place of Figure 4C-1. Section 4C.04 Warrant 3, Peak Hour Support: 01 The Peak Hour signal warrant is intended for use at a location where traffic conditions are such that for a minimum of 1 hour of an average day, the minor -street traffic suffers undue delay when entering or crossing the major street. Standard: 02 This signal warrant shall be applied only in unusual cases, such as office complexes, manufacturing plants, industrial complexes, or high -occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time. 03 The need for a traffic control signal shall be considered if an engineering study finds that the criteria in either of the following two categories are met: A. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute periods) of an average day: 1. The total stopped time delay experienced by the traffic on one minor -street approach (one direction only) controlled by a STOP sign equals or exceeds: 4 vehicle -hours for a one -lane approach or 5 vehicle -hours for a two-lane approach; and 2. The volume on the same minor -street approach (one direction only) equals or exceeds 100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes; and 3. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with three approaches or 800 vehicles per hour for intersections with four or more approaches. B. The plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the higher -volume minor -street approach (one direction only) for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4C-3 for the existing combination of approach lanes. Option: 04 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, Figure 4C-4 may be used in place of Figure 4C-3 to evaluate the criteria in the second category of the Standard. 05 If this warrant is the only warrant met and a traffic control signal is justified by an engineering study, the traffic control signal may be operated in the flashing mode during the hours that the volume criteria of this warrant are not met. Guidance: 06 If this warrant is the only warrant met and a traffic control signal is justified by an engineering study, the traffic control signal should be traffic -actuated. December 2011 Sect. 4C.02 to 4C.04 Page 462 2011 Edition Figure 4C-1. Warrant 2, Four -Hour Vehicular Volume 500 400 MINOR STREET 300 HIGHER - VOLUME APPROACH- 200 VPH IWIIIIIII 2 OR MORE LANES & 2 OR MORE LANES �2 OR MORE LANES & 1 LANE I I ,1 LANE & 1 LANE 115" 80" 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) "Note: 115 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 80 vph applies as the lower threshold volume for a minor -street approach with one lane. Figure 4C-2. Warrant 2, Four -Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET) 400 300 MINOR STREET HIGHER- 200 VOLUME APPROACH- VPH 100 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE \ .1 LANE & 1 LANE 80" 60" 200 300 400 500 600 700 800 900 1000 MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) "Note: 80 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 60 vph applies as the lower threshold volume for a minor -street approach with one lane. Sect. 4C.04 December 2011 2011 Edition Page 463 600 500 MINOR STREET 400 HIGHER - VOLUME 300 APPROACH- VPH 200 100 Figure 4C-3. Warrant 3, Peak Hour 2 OR MORE LANES & 2 OR MORE LANES 2 OR MORE LANES & 1 LANE ii LANE & 1 LANE MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) 'Note: 150 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 100 vph applies as the lower threshold volume for a minor -street approach with one lane. Figure 4C-4. Warrant 3, Peak Hour (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 40 MPH ON MAJOR STREET) 400 MINOR STREET 300 HIGHER - VOLUME APPROACH- 200 VPH 2 OR MORE LANES & 2 OR MORE LANES — 2 O I MORE I LANES & 1 LANE E ,1 LANE & 1 LANE 100* 75" 300 400 500 600 700 800 900 1000 1100 1200 1300 MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) 'Note: 100 vph applies as the lower threshold volume for a minor -street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor -street approach with one lane. 150" 100* December 2011 Sect. 4C.04 Page 464 2011 Edition Section 4C.05 Warrant 4, Pedestrian Volume Support: 01 The Pedestrian Volume signal warrant is intended for application where the traffic volume on a major street is so heavy that pedestrians experience excessive delay in crossing the major street. Standard: 02 The need for a traffic control signal at an intersection or midblock crossing shall be considered if an engineering study finds that one of the following criteria is met: A. For each of any 4 hours of an average day, the plotted points representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) all fall above the curve in Figure 4C-5; or B. For 1 hour (any four consecutive 15-minute periods) of an average day, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding pedestrians per hour crossing the major street (total of all crossings) falls above the curve in Figure 4C-7. Option: 03 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 35 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, Figure 4C-6 may be used in place of Figure 4C-5 to evaluate Criterion A in Paragraph 2, and Figure 4C-8 may be used in place of Figure 4C-7 to evaluate Criterion B in Paragraph 2. Standard: 04 The Pedestrian Volume signal warrant shall not be applied at locations where the distance to the nearest traffic control signal or STOP sign controlling the street that pedestrians desire to cross is less than 300 feet, unless the proposed traffic control signal will not restrict the progressive movement of traffic. 05 If this warrant is met and a traffic control signal is justified by an engineering study, the traffic control signal shall be equipped with pedestrian signal heads complying with the provisions set forth in Chapter 4E. Guidance: 06 If this warrant is met and a traffic control signal is justified by an engineering study, then: A. If it is installed at an intersection or major driveway location, the traffic control signal should also control the minor -street or driveway traffic, should be traffic -actuated, and should include pedestrian detection. B. If it is installed at a non -intersection crossing, the traffic control signal should be installed at least 100 feet from side streets or driveways that are controlled by STOP or YIELD signs, and should be pedestrian -actuated. If the traffic control signal is installed at a non -intersection crossing, at least one of the signal faces should be over the traveled way for each approach, parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the crosswalk or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance, and the installation should include suitable standard signs and pavement markings. C. Furthermore, if it is installed within a signal system, the traffic control signal should be coordinated. Option: 07 The criterion for the pedestrian volume crossing the major street may be reduced as much as 50 percent if the 15th-percentile crossing speed of pedestrians is less than 3.5 feet per second. 08 A traffic control signal may not be needed at the study location if adjacent coordinated traffic control signals consistently provide gaps of adequate length for pedestrians to cross the street. Section 4C.06 Warrant 5, School Crossing Support: 01 The School Crossing signal warrant is intended for application where the fact that school children cross the major street is the principal reason to consider installing a traffic control signal. For the purposes of this warrant, the word "school children" includes elementary through high school students. Standard: 02 The need for a traffic control signal shall be considered when an engineering study of the frequency and adequacy of gaps in the vehicular traffic stream as related to the number and size of groups of school children at an established school crossing across the major street shows that the number of adequate gaps in the traffic stream during the period when the school children are using the crossing is less than the number of minutes in the same period (see Section 7A.03) and there are a minimum of 20 school children during the highest crossing hour. Sect. 4C.05 to 4C.06 December 2011 2011 Edition Page 465 Figure 4C-5. Warrant 4, Pedestrian Four -Hour Volume 500 400 TOTAL OF ALL PEDESTRIANS 300 CROSSING MAJOR STREET - PEDESTRIANS 200 PER HOUR (PPH) fe 107" 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) 'Note: 107 pph applies as the lower threshold volume. Figure 4C-6. Warrant 4, Pedestrian Four -Hour Volume (70% Factor) 400 300 TOTAL OF ALL PEDESTRIANS CROSSING MAJOR STREET- 200 PEDESTRIANS PER HOUR (PPH) mom 75" 200 300 400 500 600 700 800 900 1000 MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) 'Note: 75 pph applies as the lower threshold volume. December 2011 Sect. 4C.06 Page 466 2011 Edition Figure 4C-7. Warrant 4, Pedestrian Peak Hour 700 M TOTAL OF ALL 500 PEDESTRIANS CROSSING 400 MAJOR STREET - PEDESTRIANS 300 PER HOUR (PPH) 200 m 133" 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) 'Note: 133 pph applies as the lower threshold volume. Figure 4C-8. Warrant 4, Pedestrian Peak Hour (70% Factor) 500 400 TOTAL OF ALL PEDESTRIANS 300 CROSSING MAJOR STREET - PEDESTRIANS 200 PER HOUR (PPH) m 93" 200 300 400 500 600 700 800 900 1000 1100 1200 MAJOR STREET —TOTAL OF BOTH APPROACHES — VEHICLES PER HOUR (VPH) 'Note: 93 pph applies as the lower threshold volume. Sect. 4C.06 December 2011 2011 Edition Page 467 03 Before a decision is made to install a traffic control signal, consideration shall be given to the implementation of other remedial measures, such as warning signs and flashers, school speed zones, school crossing guards, or a grade -separated crossing. 04 The School Crossing signal warrant shall not be applied at locations where the distance to the nearest traffic control signal along the major street is less than 300 feet, unless the proposed traffic control signal will not restrict the progressive movement of traffic. Guidance: 05 If this warrant is met and a traffic control signal is justified by an engineering study, then: A. If it is installed at an intersection or major driveway location, the traffic control signal should also control the minor -street or driveway traffic, should be traffic -actuated, and should include pedestrian detection. B. If it is installed at a non -intersection crossing, the traffic control signal should be installed at least 100 feet from side streets or driveways that are controlled by STOP or YIELD signs, and should be pedestrian -actuated. If the traffic control signal is installed at a non -intersection crossing, at least one of the signal faces should be over the traveled way for each approach, parking and other sight obstructions should be prohibited for at least 100 feet in advance of and at least 20 feet beyond the crosswalk or site accommodations should be made through curb extensions or other techniques to provide adequate sight distance, and the installation should include suitable standard signs and pavement markings. C. Furthermore, if it is installed within a signal system, the traffic control signal should be coordinated. Section 4C.07 Warrant 6, Coordinated Signal System Support: 01 Progressive movement in a coordinated signal system sometimes necessitates installing traffic control signals at intersections where they would not otherwise be needed in order to maintain proper platooning of vehicles. Standard: 02 The need for a traffic control signal shall be considered if an engineering study finds that one of the following criteria is met: A. On a one-way street or a street that has traffic predominantly in one direction, the adjacent traffic control signals are so far apart that they do not provide the necessary degree of vehicular platooning. B. On a two-way street, adjacent traffic control signals do not provide the necessary degree of platooning and the proposed and adjacent traffic control signals will collectively provide a progressive operation. Guidance: 03 The Coordinated Signal System signal warrant should not be applied where the resultant spacing of traffic control signals would be less than 1,000 feet. Section 4C.08 Warrant 7, Crash Experience Support: 01 The Crash Experience signal warrant conditions are intended for application where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal. Standard: 02 The need for a traffic control signal shall be considered if an engineering study finds that all of the following criteria are met: A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency; and B. Five or more reported crashes, of types susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash involving personal injury or property damage apparently exceeding the applicable requirements for a reportable crash; and C. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent columns of Condition A in Table 4C-1 (see Section 4C.02), or the vph in both of the 80 percent columns of Condition B in Table 4C-1 exists on the major -street and the higher -volume minor -street approach, respectively, to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the requirements specified in the Pedestrian Volume warrant. These major -street and minor -street volumes shall be for the same 8 hours. On the minor street, the higher volume shall not be required to be on the same approach during each of the 8 hours. December 2011 Sect. 4C.06 to 4C.08 Page 468 2011 Edition Option: 03 If the posted or statutory speed limit or the 85th-percentile speed on the major street exceeds 40 mph, or if the intersection lies within the built-up area of an isolated community having a population of less than 10,000, the traffic volumes in the 56 percent columns in Table 4C-1 may be used in place of the 80 percent columns. Section 4C.09 Warrant 8, Roadwav Network Support: . 01 Installing a traffic control signal at some intersections might be justified to encourage concentration and organization of traffic flow on a roadway network. Standard: 02 The need for a traffic control signal shall be considered if an engineering study finds that the common intersection of two or more major routes meets one or both of the following criteria: A. The intersection has a total existing, or immediately projected, entering volume of at least 1,000 vehicles per hour during the peak hour of a typical weekday and has 5-year projected traffic volumes, based on an engineering study, that meet one or more of Warrants 1, 2, and 3 during an average weekday; or B. The intersection has a total existing or immediately projected entering volume of at least 1,000 vehicles per hour for each of any 5 hours of a non -normal business day (Saturday or Sunday). 03 A major route as used in this signal warrant shall have at least one of the following characteristics: A. It is part of the street or highway system that serves as the principal roadway network for through traffic flow. B. It includes rural or suburban highways outside, entering, or traversing a city. C. It appears as a major route on an official plan, such as a major street plan in an urban area traffic and transportation study. D. It connects areas of principal traffic generation. E. It has surface street freeway or expressway ramp terminals. Section 4C.10 Warrant 9, Intersection Near a Grade Crossing Support: 01 The Intersection Near a Grade Crossing signal warrant is intended for use at a location where none of the conditions described in the other eight traffic signal warrants are met, but the proximity to the intersection of a grade crossing on an intersection approach controlled by a STOP or YIELD sign is the principal reason to consider installing a traffic control signal. Guidance: 02 This signal warrant should be applied only after adequate consideration has been given to other alternatives or after a trial of an alternative has failed to alleviate the safety concerns associated with the grade crossing. Among the alternatives that should be considered or tried are: A. Providing additional pavement that would enable vehicles to clear the track or that wouldprovide space for an evasive maneuver; or B. Reassigning the stop controls at the intersection to make the approach across the track a non -stopping approach. Standard: 03 The need for a traffic control signal shall be considered if an engineering study finds that both of the following criteria are met: A. A grade crossing exists on an approach controlled by a STOP or YIELD sign and the center of the track nearest to the intersection is within 140 feet of the stop line or yield line on the approach; and B. During the highest traffic volume hour during which rail traffic uses the crossing, the plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the minor -street approach that crosses the track (one direction only, approaching the intersection) falls above the applicable curve in Figure 4C-9 or 4C-10 for the existing combination of approach lanes over the track and the distance D, which is the clear storage distance as defined in Section 1A.13. Guidance: 04 The following considerations apply when plotting the traffic volume data on Figure 4C-9 or 4C-10: A. Figure 4C-9 should be used if there is only one lane approaching the intersection at the track crossing location and Figure 4C-10 should be used if there are two or more lanes approaching the intersection at the track crossing location. Sect. 4C.08 to 4C.10 December 2011 2011 Edition Page 469 Figure 4C-9. Warrant 9, Intersection Near a Grade Crossing (One Approach Lane at the Track Crossing) 350 300 250 MINOR STREET, 200 CROSSING APPROACH - EQUIVALENT 150 VPH** X11 50 MinorStreet lift 25' 0 100 200 300 400 500 600 700 800 MAJOR STREET —TOTAL OF BOTH APPROACHES —VEHICLES PER HOUR (VPH) " 25 vph applies as the lower threshold volume VPH after applying the adjustment factors in Tables 4C-2, 4C-3, and/or 4C-4, if appropriate Figure 4C-10. Warrant 9, Intersection Near a Grade Crossing (Two or More Approach Lanes at the Track Crossing) 350 300 250 MINOR STREET, 200 CROSSING APPROACH- 15o EQUIVALENT VPH"" 100 50 Minor Street MMEMIM �l 25 0 100 200 300 400 500 600 700 800 MAJOR STREET —TOTAL OF BOTH APPROACHES —VEHICLES PER HOUR (VPH) " 25 vph applies as the lower threshold volume VPH after applying the adjustment factors in Tables 4C-2, 4C-3, and/or 4C-4, if appropriate December 2011 Sect. 4C.10 Page 470 2011 Edition B. After determining the actual distance D, the curve for the distance D that is nearest to the actual distance D should be used. For example, if the actual distance D is 95 feet, the plotted point should be compared to the curve for D 90 feet. C. If the rail traffic arrival times are unknown, the highest traffic volume hour of the day should be used. Option: 05 The minor -street approach volume may be multiplied by up to three adjustment factors as provided in Paragraphs 6 through 8. 06 Because the curves are based on an average of four occurrences of rail traffic per day, the vehicles per hour on the minor -street approach may be multiplied by the adjustment factor shown in Table 4C-2 for the appropriate number of occurrences of rail traffic per day. 07 Because the curves are based on typical vehicle occupancy, if at least 2% of the vehicles crossing the track are buses carrying at least 20 people, the vehicles per hour on the minor -street approach may be multiplied by the adjustment factor shown in Table 4C-3 for the appropriate percentage of high -occupancy buses. 08 Because the curves are based on tractor -trailer trucks comprising 10% of the vehicles crossing the track, the vehicles per hour on the minor -street approach may be multiplied by the adjustment factor shown in Table 4C-4 for the appropriate distance and percentage of tractor -trailer trucks. Standard: 09 If this warrant is met and a traffic control signal at the intersection is justified by an engineering study, then: A. The traffic control signal shall have actuation on the minor street; B. Preemption control shall be provided in accordance with Sections 4D.27, 8C.09, and 8C.10; and C. The grade crossing shall have flashing -light signals (see Chapter 8C). Guidance: 10 If this warrant is met and a traffic control signal at the intersection is justified by an engineering study, the grade crossing should have automatic gates (see Chapter 8C). Table 4C-2. Warrant 9, Adjustment Factor for Daily Frequency of Rail Traffic Rail Traffic per Day Adjustment Factor 1 0.67 2 0.91 3 to 5 1.00 6 to 8 1.18 9 to 11 1.25 12 or more 1.33 Table 4C-3. Warrant 9, Adjustment Factor for Percentage of High -Occupancy Buses % of High -Occupancy Buses on Minor -Street Approach Adjustment Factor 0% 1.00 2% 1.09 4% 1.19 6% or more 1.32 A high -occupancy bus is defined as a bus occupied by at least 20 people. Table 4C-4. Warrant 9, Adjustment Factor for Percentage of Tractor -Trailer Trucks % of Tractor -Trailer Trucks on Minor -Street Approach Adjustment Factor D less than 70 feet D of 70 feet or more 0% to 2.5% 0.50 0.50 2.6% to 7.5% 0.75 0.75 7.6% to 12.5% 1.00 1.00 12.6% to 17.5% 2.30 1.15 17.6%to 22.5% 2.70 1.35 22.6% to 27.5% 3.28 1.64 More than 27.5% 4.18 2.09 Sect. 4C.10 December 2011 Appendix 8 Traffic Count Data Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000002 Comment 1: #2 SH 114 NB FRT RD @ DOVE Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: MR Westbound Northbound Eastbound Start Time Thru Right Left Thru Right Left Thru 10:00 AM 15 8 22 17 5 5 18 10:15 AM 20 9 20 22 4 7 17 10:30 AM 16 10 45 15 8 12 17 10:45 AM 32 14 29 27 6 6 16 11:00 AM 36 18 36 22 3 7 22 11:15 AM 21 10 29 20 8 7 21 11:30 AM 19 27 33 28 13 6 19 11:45 AM 42 18 41 31 11 133 28 12:00 PM 23 25 32 23 13 9 16 12:15 PM 26 21 41 32 4 13 20 12:30 PM 40 20 47 23 6 9 27 12:45 PM 29 24 58 29 7 8 25 01:00 PM 14 7 61 25 8 6 25 01:15 PM 23 12 53 22 11 7 13 01:30 PM 20 24 47 24 7 8 18 01:45 PM 28 16 55 39 7 8 27 02:00 PM 20 10 61 23 7 10 27 02:15 PM 28 13 55 19 11 9 20 02:30 PM 30 24 63 46 28 22 22 02:45 PM 28 23 61 35 18 11 18 Peak Hour: 131 84 161 109 34 164 91 PHF: 0.78 0.84 0.86 0.85 0.65 0.31 0.81 Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000001 Comment 1: #1 SH 114 SB FRT RD @ DOVE Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: MH Southbound Westbound Eastbound Start Time Left Thru Right Left Thru Thru Right 10:00 AM 8 22 5 9 28 15 41 10:15 AM 10 24 6 10 30 17 44 10:30 AM 10 21 7 7 54 19 38 10:45 AM 8 28 13 11 50 14 37 11:00 AM 10 25 8 18 54 19 43 11:15 AM 10 20 8 8 22 18 40 11:30 AM 9 34 8 8 44 16 59 11:45 AM 10 21 9 17 66 34 54 12:00 PM 10 26 5 9 44 15 51 12:15 PM 10 31 5 12 55 23 37 12:30 PM 20 21 10 24 63 16 38 12:45 PM 8 18 6 29 58 25 57 01:00 PM 7 25 5 15 60 24 44 01:15 PM 10 13 12 17 59 10 51 01:30 PM 12 17 7 12 54 14 39 01:45 PM 16 23 6 16 57 19 44 02:00 PM 21 14 10 15 66 16 34 02:15 PM 14 17 7 20 63 15 40 02:30 PM 14 18 6 20 63 20 40 02:45 PM 19 22 11 23 66 10 30 Peak Hour: 45 95 26 80 236 88 176 PHF: 0.56 0.77 0.65 0.69 0.94 0.88 0.77 J W O_ a 2 U w H = x LU Y a 0 O O > _ 0 O H N O O 0 0 w ri O u Ln 2 I N m zT 4.1 c c c c ru ~ O E E E E L L E E E E (6 (6 a U U U U can ci Ln Epp M M N N M r-I r-I O M l0 l0 M G M Ln N r-I M 00 O C 7 O i M:* M N Ln :* 00 l0 m I, r-I M N M M r-I -:* l0 M Ln M M r-I r-I r-I r-I r-I r-I r-I N r-I N N N r-I r-I N N r-I r-I N N C en LU w v 0M NO-:* O M r-I N r-I O N Ln M r-I N t0 Gl LM J O ++ M O ^ N 00 l0 r-I O N O I, n N O 00 l0 N N r-I r-I -I rr-Ir-I r-I r-I r-I r-I r-I r-I N r-I N r-I r-I r-I In O C 7 m L n O 00 Ql I� N M n N n O 'D l0 00 Ln MkD `-I Ql eq OR t r-I r-I r-I r-I r-I r-I r-I r-I r-I O L z J M NN N MN N M r-I N N M:* NI, cn O r-I l0 Ln M O I, M M N O N Ln Ln l0 Ln r-I r-I r-I rn 14 O C 7 O i 00 r, Ln M w m l0 N w l0 O Ln M I, w M 14 t r-I r-I N N N r-I r-I r-I N M r-I N r-I N N r-I r-I r-I r-I N 0`i0 00 � � O >O1 V M O r-I w I, l0 :* Ln N O r-I r-I M Ln O O-tt O Ln N J r-I r-I r-I r-I r-I N r-I r-I r-I r-I O N l0 l0 M -:* n N r-I M r-I r-I r-I M r-I M r-I N M Ln ri O c i t M O 00 I, 00 M N N l0 n O 00 M 00 N m Ln R* R* r-I r-I r-I r-I r-I r-I r-I r-I r-I N r-I r-I r-I r-I In In C O Ln tf J Ln r-I O Ln M Ln N l0 N N r-I M M N r-I M r-I Ln n 14 O i LL = O a = a a a a a a a a a a a a a a a a a a a a O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln O Ln Y L O r-I M O r-I M O r-I M O r-I M O r-I M y +' 0 0 0 0 r-I r-I r-I r-I N N N N r-I r-I r-I r I N N N N ri ri ri ri ri ri ri ri ri ri ri ri O O O O O O O O OL Start Date: 8/3/2013 Start Time: 10:00:00 AM Site Code: 00000005 Comment 1: #5 WHITE CHAPEL @ KIRKWOOD Comment 2: SOUTH LAKE, TX Comment 3: HOT Comment 4: SC Southbound Westbound Northbound Start Time Left Thru Left Right Thru Right 10:00 AM 0 38 9 1 18 7 10:15 AM 2 20 10 2 27 8 10:30 AM 1 26 4 1 21 11 10:45 AM 0 36 11 1 22 4 11:00 AM 0 27 6 0 24 8 11:15 AM 1 39 7 0 30 8 11:30 AM 0 39 9 0 25 5 11:45 AM 0 36 2 0 33 7 12:00 PM 1 28 11 1 40 2 12:15 PM 2 23 6 1 26 8 12:30 PM 1 27 14 1 27 7 12:45 PM 1 30 10 2 31 9 01:00PM 3 17 9 0 21 10 01:15 PM 1 16 11 2 27 11 01:30 PM 4 20 7 0 32 4 01:45 PM 1 29 9 1 33 6 02:00 PM 1 34 3 1 31 7 02:15 PM 1 25 7 0 29 7 02:30 PM 1 28 6 1 37 7 02:45 PM 0 29 12 2 34 6 Peak Hour: 5 108 41 5 124 26 PHF: 0.63 0.90 0.73 0.63 0.78 0.72 J w d Q 2 U w H 2 H LJ r-IQ (5 O w Q OO O 0 0 O 0 ~ < N � W 0 U 0 I N m +� ai +- +- +- +- c c c c r� ~ 0 E E E E L L w E E E E m +, U U UU can ci cn w N N r-I l -1 0 M M Lm M 0 C 7 0 i I, MIn N r-I I, O Ln 0000 n r-I NM M In l0 0 N O LU w +- w rI N N rl LA iN-I In O +' t Ln O �W N r�.ol iM-I N N rl iM-I n C C 7 0 r IZ Ln M rn In t L t I 0 iM-I N 0 z J NN��NNI�In Lq Ln O oA O O N 00 r-I N In 14 Lq � w O C 7 O i rl N N In r-I l0 l0 r-IDD en t H rI N M-:* 00 M In In N O >O1 OJ1 ^ rN-I r^-I N N M r-I ^ 0 O O O O M M N I, Ln 0 C c t 00 � � H rN-I rM-I r-q -I N L rl rM-I C 0 V) w N M N� Ln 00 N r-I In O i LL W 0 a a a a a a a a a = 0 In O In O In O In Y i M O rl M O rl N V; 0 0 0 0 0 0 0 0 a l0 M 00 N M n iM-I iM-I O In I, Ln M r-I M l0 N O Ln DO l0 In I, 00 I, �.o In : M 0 N O� 00 r-I rl iM-I r�l iN-I O I� N N l0 R* In In M ^ N 00 00 r-I r-I N M M M N M 14 0 I, In N 0 r-I 00 r-I 00 0 W r-I N N N:* N M 14 O N M N l0 In In I, M r-I N 00 O N O l0 l0 N l0 rl Ol Ol M V1 In 00 R* R* l0 n l0 In N 0 O O P O N rM-I r-IN O C ^ rn r-I iM-I r^-I N N r�I -q d O 00 I, In n l0 Ql N rn 00 O i LL O In O In O In O In Y N M:* 0 r-I M� 0 r-I � In vi In In �o io a O O O O O O O O a 0 O O X c-I Q (5 L LU Q 00 O 0O 00 W ~ O O O C) 0 N � l0 O U +1 c c c c ° E E E E L i L - +, E E E E Ln Li N U U U U i O m m 00 M�* l0 00 r-I N N M�* 00 M Ln M ^ C N C 7 O ns W , kD m w w O v r-IO rN M Ln W N r-I 00 00 N r-I NN O C 7 O en O1 N N m eq w rr-I-I N Qml lM0 M O O 00 O O N N N 0r0 c14 00 n O 7 O t wO M M I� N l0 M LLR J N LNR O °1�� i LL a O Ln O Ln O Ln O Ln Y i M O r-I M O r"I N l0 l0 I, ri n n 00 00 OL L; 0 0 0 0 0 0 0 0 a �* M �* Ln M O Ln N 00 :T Ln cn Ln M l0 l0 Ln l0 �* M N 0 O� Gl OR rr-I rr-I rN-I rr-I rr-I rr-I rr-I Ln O n M mI� Ln M M l0 rN-I O -tt n -tt 00 l0 O I, n 00 Ln M O0 Ln -tt l0 n l0 Ln Ln N 0 r-I Ql r-I r-I N I� n l0 14 cn 0 cn M 00 00 I, Ln M M N 0 r-I 00 l0 Ln I, 00 Ln M w 0 w n N N N M N r-I r-I r-I ri 0 i LL a a a a a a a a O Ln O Ln O Ln O Ln Y m M H O r-I M H O r-I � Ln Ln Ln Ln ko io a O O O O O O O O a 0 LLLL W z I:T r-I r-I N ,-I Q LU Q \ O O O LL O J = O O 0 N W O U I N m E a) c c c c ° E E E E L L w E E E E m Li nLi +, Ln U U U U 00 Ln 00 00 t M Ln Lin Ln 0� 00 n m -a r-I r-I M C C 7 O LL.I J <D 00 Ql N 00 N NN r^-I 0000 O � M Ln m <D O M M Ln � m M M � � to 00 00 � O C 7 0 i r-I N Ln 00 00 r-I OR M t � L H r-I r-I r-I N N M M r-I O z $ O M Ln 00 N M Ln 00 00 J N N r-I N Ln Ln N O to to l0 00 m 00 r-I w Ol 00 r-I r-I r-I N N N N C C � 7 O >O1 i I, Ln r-q M r-q N M r-q n wr-I r-I N MI, Ln M O i LL O a a a a a a a a a = 0 Ln O Ln O Ln O Ln Y i M O r-I M O r-I N L; 0 0 0 0 0 0 0 0 a Ln r-I m m M l0 00 00 Ln M Ln �* Ln <D <D <D �* M N p M O� 00 rr-I rr-I rN-I rr-I rr-I rN-I LMn O O� w 00 Ln n rr-I rr-I rr-I r�-I r�-I O Ln M Ln r-I to l0 00 00 00 Ln W 00 M M :* N 14 O <D Ql 00 LM N � <D � r�-I NN W00 r-I r-Ir-Ir-Ir-Ir-ILn p N :* N r-I r-I Ql 00 N M M 14 00 M M M R* M N N N 14 O 00 LD 00 O `� M O N IM R* N 00 00 r-I r-I r-I r-I r-I ^ ^ Ln p i LL a a a a a a a a O Ln O Ln O Ln O Ln Y N M R* 0 r-I M� 0 r-I � Ln Ln Ln Ln �o io a 0 0 0 0 0 0 0 0 a 0 L.L N c-I r-I N ,-I Q LU Q \ o O O LL O J O O C) N 0 � W O U I N m E a) c c c c 0 E E E E L L w E E E E m ca nci +, cn U U U U IZ ^O lo l Q01 QMl n QM M 00 "a O C 7 O en ns W ko DM rl n t r^-I N � m NN 000 Ln rI Ln M O t 0 Ul 00 N DM N Ln 0 O -a � � rN-I r, O 7 O >N ON O 00 J r-I r-I r-I r-I r-I r-I O r-I O M to N ^ N 00 Ln r-I r-I r-I N r- LA O C 7 iLn to N m w m Ln O n t � H r-I N r-I N N N N M C 7 O V) N O M 00 r-I 00 00 Ln eq J N M N M N N M O i L1 O Ln O Ln O Ln O Ln m N to to I, ri n n o0 0o a V; 0 0 0 0 0 0 0 0 a M r-I M �* N Ln r-I O O Ln OR Ln Ln Ln M �* M Ln ri O r-I m M I, 00 N W to O 00 00 R* M R* M:* Ln M M � O M M r, O Ln r-I to to M OR r-I r-I N N N r-I r-I r-I 00 O R* m M I, O M Ln U) M W C71 to to I, <D M M N 0 M r-I to N Ul O rl r-I M n N N r-I M r-I M r-I N m O 00 O r-I I, N M r-I rn 14 W 00 M M M N N M M N 14 O m r-I 00 N O O N O O M N N N M M N N ri O i L1 a a a a a a a a O Ln O Ln O Ln O Ln Y N M R* O r-I M R* O r-I � Ln vi Ln Ln �o io a O O O O O O O O a 0 O O Y Y W J W Q U LU ON O O O O ~ = 2 Om O m � 0 0 U of Q N 0 W o 1�� c c c c ° E E E E L L E E E E a cn - ci +, cn U U U U *' In m In rn ^ Ian O 7 O t L 0 O L r I 1p to O to M I, Ln 00 O t H N M N M I, l0 M M N O +' t b0 O O O r-I N r-I r-I r-I M LM � � � O 7 O >N to w O0 ON ko n ko en l0 w Ln O i m r-I :* M M Ln NLn l�0 -a t N r-I M M to 00 ko N N O C O t V $ N O O N r-I 0 r-I r-I o :T V1 J O N i LL O a 0 In 0 In 0 In 0 In Y i M O r-I M O r-I N l0 to I, ri n n w w a L; 0 0 0 0 0 0 0 0 a 0 M 00 I, n n n l0 rM-I rr-I M O O M N M M M I, N eq Ln OR M M In In �.o I, Ln I, N 0 Ln r-I O M O O M O�* M N O 00 00 00 Ol l0 r-I r-I rr-I O I- O O M w I, N N ^ O OR M G M In N In M M 14 O OO N M r-I r-I 0 r-I r-I w M O i LL 0 a a a a a a a a a 0 In 0 In 0 In 0 In Y N M R* 0 r-I M R* 0 r-I � In vi In In ko io a O O O O O O O O a QUALITY COUNTS, INC. DATA COLLECTION & ANALYSIS SOUTH LAKE, TX DOVE EAST OF - SH 114 24-Hour Traffic Counts 30-Anr-13 Time EB DOVE EAST OF WB DOVE EAST OF Start :00 :15 :30 :45 Ttl. :00 :15 :30 :45 Ttl. 12 AM 0 5 3 3 11 10 1 5 1 17 1AM 3 4 1 2 10 3 2 4 3 12 2AM 2 0 1 1 4 5 3 1 0 9 3AM 0 1 0 2 3 6 2 3 1 12 4 AM 2 3 1 2 8 11 6 3 5 25 5 AM 4 9 15 37 65 11 9 21 17 58 6 AM 19 40 90 116 265 23 22 22 32 99 7 AM 99 100 160 164 523 52 71 139 163 425 8 AM 130 133 118 89 470 82 70 48 43 243 9 AM 83 60 59 46 248 47 49 45 36 177 10 AM 31 35 32 45 143 34 33 40 37 144 11 AM 34 40 37 47 158 38 55 87 84 264 12 PM 58 70 62 77 267 61 45 43 48 197 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 33 31 20 38 122 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 C Traffic Signal Warrant Summary 2011 Texas Manual on Uniform Traffic Control Devices Traffic Signal Warrant Study 2013 Existing Scenario Intersection Traffic Volumes source: Quality counts 4/2013 Intersection: Dove Road at Kirkwood Boulevard Dove Road DeShazo Group Kirkwood Boulevard Existing MAJOR STREET APPROACHES MINOR STREET APPROACHES Time WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND Beg End L T R Ra R Ra L R Ra L T R Ra 7:00 8:00 0 336 0 0 523 0 0 0 0 0 0 0 141 0 0 8:00 9:00 246 0 470 0 0 0 0 0 82 0 9:00 10:00 94 0 248 0 0 0 0 0 57 0 10:00 11:00 0 91 0 0 0 143 0 0 0 0 0 0 0 40 0 0 11:00 12:00 0 96 0 0 0 158 0 0 0 0 0 0 0 107 0 0 12:00 13:00 0 122 0 0 0 267 0 0 0 0 0 0 0 100 0 0 13:00 14:00 0 113 0 0 0 231 0 0 0 0 0 0 0 54 0 0 14:00 15:00 0 185 0 0 0 248 0 0 0 0 0 0 0 74 0 0 15:00 16:00 0 236 0 0 0 215 0 0 0 0 0 0 0 110 0 0 16:00 17:00 0 205 0 0 0 218 0 0 0 0 0 0 0 241 0 0 17:00 18:00 0 227 0 0 0 280 0 0 0 0 0 0 0 362 0 0 18:00 19:00 0 235 0 0 0 257 0 0 0 0 0 0 0 199 0 0 19:00 20:00 0 144 0 0 0 151 0 0 0 0 0 0 0 82 0 0 20:00 21:00 0 103 0 0 0 118 0 0 0 0 0 0 0 38 0 0 21:00 22:00 0 77 0 0 0 83 0 0 0 0 0 0 0 21 0 0 22:00 23:00 28 0 60 0 0 0 0 0 3 0 Ra= 100% Ra 100% Ra 100% Ra 100% Guidance: 1 The 2011 Texas MUTCD states that the investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the traffic signal warrants as well as other factors related to existing operation and safety at the study location. This analysis studies the satisfaction of a traffic signal warrant based on Eight -Hour Vehicular Volue, Four -Hour Vehicular Volume, and Peak Hour (Warrants 1, 2, and 3, respectively). 2 Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor- street traffic count. In this analysis, Re is the right -turn factor applied to each approach as shown above. 3. Throughout this analysis and in accordance with the 2011 TMUTCD methodology, S denotes the sum of vehicles per hour on both major street approaches while F represents vehicles per hour on the higher -volume minor -street approach only. 4. The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Atraffic control signal should not be installed unless one or more of the factors described in this [manual] are met. Atraffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection. (Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: Existing Traffic Counts Adjustment Factors 1. Major Street Approach 2 or more lane(s) 5. Horizon Years (Projection) 0 years 2. Minor Street Approach 2 or more lane(s) 6. Average Annual Growth Factor 3. Community Population > 10,000 Major Street Approach 0.0% 4. Major Street Posted Speed <_ 40 mph Minor Street Approaches 0.0% Volume TIME Begin MAJOR WB STREET APPROACHES EB E MINOR STREET APPROACH NB SB Max 7:00 AM 336 523 859 0 141 141 8:00 AM 246 470 716 0 82 82 9:00 AM 94 248 342 0 57 57 10:00 AM 91 143 234 0 40 40 11:00 AM 96 158 254 0 107 107 12:00 PM 122 267 389 0 100 100 1:00 PM 113 231 344 0 54 54 2:00 PM 185 248 433 0 74 74 3:00 PM 236 215 451 0 110 110 4:00 PM 205 218 423 0 241 241 5:00 PM 227 280 507 0 362 362 6:00 PM 235 257 492 0 199 199 7:00 PM 144 151 295 0 82 82 8:00 PM 103 118 221 0 38 38 9:00 PM 77 83 160 0 21 21 10:00 PM 28 60 88 0 3 3 Source: Quality counts 412013 Texas Manual On Uniform Traffic Control Devices MUTCD Conditional No. Hrs No. Hrs Warrant Parameters Satisfied Required Warrant 1- Eight -Hour Vehicular Volume Not Met Major Minor • Condition A (100%) 600 200 0 8 N • Condition B (100%) 900 100 0 8 N • Condition A (80% Factor) & 480 160 2 8 Condition B (80% Factor) 720 80 1 8 N 2 - Four -Hour Vehicular Volume (see attached Figure 1 ) 0 4 Not Met 3 - Peak -Hour Vehicular Volume (see attached Figure 2) 0 1 Not Met 4 - Pedestrian Volume .................... Not Analyzed in this study 5 - School Crossing ........................ Not Analyzed in this study 6 - Coordinated Signal System......... Not Analyzed in this study 7 - Crash Experience ...................... Not Analyzed in this study 8 - Roadway Network .................... Not Analyzed in this study 9 - Intersection near Grade Crossing Not Analyzed in this study sults Existing approach volumes do not satisfy Warrant One (based on Interruption of Countinuous Traffic only and not on the Minimum Vehicular Volume condition), Warrant Two -- Four -Hour Vehicle Volume, and Warrant Three -- Peak -Hour Vehicular Volume at this intersection. Traffic Signal Warrant Study Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: Existing Traffic Counts Figures/Results: Figure 1. Warrant 2, Four -Hour Vehicular Volume 600 NOTE: The threshold curve shown on this graph is a graphic representat on of Figure 4C-1. = 500 d recommenced for any data point > near the vic nity of this curve. 2 a 400 w0 • �a u 300 X ZW • _ J 200 O 2 • 100 • • 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Figure 2. Warrant 3, Peak -Hour Vehicular Volume 600 — NOTE: The thres old curve shown on this graph is a graphic repreSE ntation of Figure 4 -3. = 500 d recommended fo any data points > near the vicinity of this CUR e. a 400 LU • �a U 300 X zW 2 • J 200 O 2 • 100 • • 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Page 2 2011 Texas Manual on Uniform Traffic Control Devices Traffic Signal Warrant Study 2015 Background Scenario Intersection Traffic Volumes source: Quality counts 4/2013 Intersection: Dove Road at Kirkwood Boulevard Dove Road DeShazo Group Kirkwood Boulevard Existing MAJOR STREET APPROACHES MINOR STREET APPROACHES Time WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND Beg End L T R Ra lt R Ra L R Ra L T R Ra 7:00 8:00 0 336 0 0 523 0 0 0 0 0 0 0 141 0 0 8:00 9:00 246 0 470 0 0 0 0 0 82 0 9:00 10:00 94 0 248 0 0 0 0 0 57 0 10:00 11:00 0 91 0 0 0 143 0 0 0 0 0 0 0 40 0 0 11:00 12:00 0 96 0 0 0 158 0 0 0 0 0 0 0 107 0 0 12:00 13:00 0 122 0 0 0 267 0 0 0 0 0 0 0 100 0 0 13:00 14:00 0 113 0 0 0 231 0 0 0 0 0 0 0 54 0 0 14:00 15:00 0 185 0 0 0 248 0 0 0 0 0 0 0 74 0 0 15:00 16:00 0 236 0 0 0 215 0 0 0 0 0 0 0 110 0 0 16:00 17:00 0 205 0 0 0 218 0 0 0 0 0 0 0 241 0 0 17:00 18:00 0 227 0 0 0 280 0 0 0 0 0 0 0 362 0 0 18:00 19:00 0 235 0 0 0 257 0 0 0 0 0 0 0 199 0 0 19:00 20:00 0 144 0 0 0 151 0 0 0 0 0 0 0 82 0 0 20:00 21:00 0 103 0 0 0 118 0 0 0 0 0 0 0 38 0 0 21:00 22:00 0 77 0 0 0 83 0 0 0 0 0 0 0 21 0 0 22:00 23:00 28 0 60 0 0 0 0 0 3 0 Ra= 100% Ra 100% Ra 100% Ra 100% Guidance: 1 The 2011 Texas MUTCD states that the investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the traffic signal warrants as well as other factors related to existing operation and safety at the study location. This analysis studies the satisfaction of a traffic signal warrant based on Eight -Hour Vehicular Volue, Four -Hour Vehicular Volume, and Peak Hour (Warrants 1, 2, and 3, respectively). 2 Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor- street traffic count. In this analysis, Re is the right -turn factor applied to each approach as shown above. 3. Throughout this analysis and in accordance with the 2011 TMUTCD methodology, S denotes the sum of vehicles per hour on both major street approaches while F represents vehicles per hour on the higher -volume minor -street approach only. 4. The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Atraffic control signal should not be installed unless one or more of the factors described in this [manual] are met. Atraffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection. (Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: 2015 Background Traffic Counts Adjustment Factors 1. Major Street Approach 2 or more lane(s) 5. Horizon Years (Projection) 2 years 2. Minor Street Approach 2 or more lane(s) 6. Average Annual Growth Factor 3. Community Population > 10,000 Major Street Approach 4.0% 4. Major Street Posted Speed <_ 40 mph Minor Street Approaches 4.0% Volume TIME Begin MAJOR WB STREET APPROACHES EB E MINOR STREET APPROACH NB SB Max 7:00 AM 363 566 929 0 153 153 8:00 AM 266 508 774 0 89 89 9:00 AM 102 268 370 0 62 62 10:00 AM 98 155 253 0 43 43 11:00 AM 104 171 275 0 116 116 12:00 PM 132 289 421 0 108 108 1:00 PM 122 250 372 0 58 58 2:00 PM 200 268 468 0 80 80 3:00 PM 255 233 488 0 119 119 4:00 PM 222 236 458 0 261 261 5:00 PM 246 303 548 0 392 392 6:00 PM 254 278 532 0 215 215 7:00 PM 156 163 319 0 89 89 8:00 PM 111 128 239 0 41 41 9:00 PM 83 90 173 0 23 23 10:00 PM 30 65 95 0 3 3 Source: Quality counts 412013 Texas Manual On Uniform Traffic Control Devices MUTCD Conditional No. Hrs No. Hrs Warrant Parameters Satisfied Required Warrant 1- Eight -Hour Vehicular Volume Not Met Major Minor • Condition A (100%) 600 200 0 8 N • Condition B (100%) 900 100 1 8 N • Condition A (80% Factor) & 480 160 2 8 Condition B (80% Factor) 720 80 2 8 N 2 - Four -Hour Vehicular Volume (see attached Figure 1 ) 0 4 Not Met 3 - Peak -Hour Vehicular Volume (see attached Figure 2) 0 1 Not Met 4 - Pedestrian Volume .................... Not Analyzed in this study 5 - School Crossing ........................ Not Analyzed in this study 6 - Coordinated Signal System......... Not Analyzed in this study 7 - Crash Experience ...................... Not Analyzed in this study 8 - Roadway Network .................... Not Analyzed in this study 9 - Intersection near Grade Crossing Not Analyzed in this study suits The approach volumes do not satisfy Warrant One (based on Interruption of Countinuous Traffic only and not on the Minimum Vehicular Volume condition), Warrant Two -- Four -Hour Vehicle Volume, and Warrant Three -- Peak -Hour Vehicular Volume at this intersection. Traffic Signal Warrant Study Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: 2015 Background Traffic Counts Figures/Results: Figure 1. Warrant 2, Four -Hour Vehicular Volume 600 NOTE: The threshold curve shown on this graph is a graphic representat on of Figure 4C-1. = 500 Referral to MUTCD is Cl- recornmenc ed for any data point > near the vic nity of this curve. 2 a 400 w0 wX uu)i a 300 ow J 200 O 2 (7 • = 100 t 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Figure 2. Warrant 3, Peak -Hour Vehicular Volume 600 NOTE: The thres-ioldcurve shown on this graph is a graphic representation of Figure 4 -3. = 500 d recom ended fo any data points > near the vicinity c fthis cu e. 2 400 a w0 wX uu)i a 300 ow z5-- J 200 O 2 100 ♦ 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Page 2 2011 Texas Manual on Uniform Traffic Control Devices NCeShazo Group Traffic Signal Warrant Study 2015 Background plus Site Scenario Intersection Traffic Volumes source: Quality counts 4/2013 Intersection: Dove Road at Kirkwood Boulevard Dove Road Kirkwood Boulevard Existing MAJOR STREET APPROACHES MINOR STREET APPROACHES Time WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND Beg End L T R Ra R Ra L M R Ra L T R Ra 7:00 8:00 33 376 0 0 0 573 18 18 16 4 16 16 0 165 0 0 8.00 9.00 0 266 0 0 0 508 0 0 0 0 0 0 0 89 0 0 9:00 10:00 0 102 0 0 0 268 0 0 0 0 0 0 0 62 0 0 10:00 11:00 90 132 0 0 0 183 50 50 62 14 62 62 0 76 0 0 11:00 12:00 90 137 0 0 0 208 50 50 81 18 81 81 0 149 0 0 12:00 13:00 90 165 0 0 0 325 50 50 79 18 79 79 0 141 0 0 13:00 14:00 81 152 0 0 0 283 45 45 72 16 72 72 0 89 0 0 14:00 15:00 106 239 0 0 0 302 59 59 75 17 75 75 0 119 0 0 15:00 16:00 113 297 0 0 0 274 63 63 91 21 91 91 0 161 0 0 16:00 17:00 114 264 0 0 0 281 63 63 100 23 100 100 0 303 0 0 17:00 18:00 125 292 0 0 0 353 70 70 111 25 111 111 0 438 0 0 18:00 19:00 87 286 0 0 0 314 48 48 80 18 80 80 0 248 0 0 19:00 20:00 64 179 0 0 0 186 35 35 51 12 51 51 0 112 0 0 20:00 21:00 49 130 0 0 0 146 27 27 41 9 41 41 0 59 0 0 21:00 22:00 22 92 0 0 0 98 12 12 17 4 17 17 0 31 0 0 22:00 23:00 0 30 0 0 0 65 0 0 0 0 0 0 0 3 0 0 Ka= 100% Ka= 100% Ka 100% Ka 100% Guidance: 1 The 2011 Texas MUTCD states that the investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the traffic signal warrants as well as other factors related to existing operation and safety at the study location. This analysis studies the satisfaction of a traffic signal warrant based on Eight -Hour Vehicular Volue, Four -Hour Vehicular Volume, and Peak Hour (Warrants 1, 2, and 3, respectively). 2 Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor- street traffic count. In this analysis, Re is the right -turn factor applied to each approach as shown above. 3. Throughout this analysis and in accordance with the 2011 TMUTCD methodology, S denotes the sum of vehicles per hour on both major street approaches while F represents vehicles per hour on the higher -volume minor -street approach only. 4. The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Atraffic control signal should not be installed unless one or more of the factors described in this [manual] are met. Atraffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection. Dove Road at Kirkwood Boulevard Date: 1/25/2015 (Intersection: Description: 2015 Total Traffic Counts Adjustment Factors 1. Major Street Approach 2 or more lane(s) 5. Horizon Years (Projection) 2 years 2. Minor Street Approach 2 or more lane(s) 6. Average Annual Growth Factor 3. Community Population > 10,000 Major Street Approach 4.0% 4. Major Street Posted Speed <_ 40 mph Minor Street Approaches 4.0% Volume TIME Begin MAJOR WB STREET APPROACHES EB E MINOR STREET APPROACH NB SB Max 7:00 AM 409 591 1,000 36 165 165 8:00 AM 266 508 774 0 89 89 9:00 AM 102 268 370 0 62 62 10:00 AM 221 233 454 139 76 139 11:00 AM 227 257 484 180 149 180 12:00 PM 255 374 629 175 141 175 1:00 PM 234 328 561 160 89 160 2:00 PM 345 361 707 167 119 167 3:00 PM 410 337 747 203 161 203 4:00 PM 378 345 723 222 303 303 5:00 PM 417 423 840 246 438 438 6:00 PM 374 363 736 177 248 248 7:00 PM 243 222 465 113 112 113 8:00 PM 179 174 353 92 59 92 9:00 PM 114 110 224 38 31 38 10:00 PM 30 65 95 0 3 3 Source: Quality counts 412013 Texas Manual On Uniform Traffic Control Devices MUTCD Conditional No. Hrs No. Hrs Warrant Parameters Satisfied Required Warrant 1- Eight -Hour Vehicular Volume Not Met Major Minor • Condition A (100%) 600 200 4 8 N • Condition B (100%) 900 100 1 8 N • Condition A (80% Factor) & 480 160 9 8 Condition B (80% Factor) 720 80 6 8 N 2 - Four -Hour Vehicular Volume (see attached Figure 1 ) 1 4 Not Met 3 - Peak -Hour Vehicular Volume (see attached Figure 2) 0 1 Not Met 4 - Pedestrian Volume .................... Not Analyzed in this study 5 - School Crossing ........................ Not Analyzed in this study 6 - Coordinated Signal System......... Not Analyzed in this study 7 - Crash Experience ...................... Not Analyzed in this study 8 - Roadway Network .................... Not Analyzed in this study 9 - Intersection near Grade Crossing Not Analyzed in this study suits The approach volumes do not satisfy Warrant One (based on Interruption of Countinuous Traffic only and not on the Minimum Vehicular Volume condition), Warrant Two -- Four -Hour Vehicle Volume, and Warrant Three -- Peak -Hour Vehicular Volume at this intersection. The MUTCD stipulates that a traffic signal control may be installed provided that these warrants are met at the discretion of the authorized agency representative responsible for traffic control installation and maintanance. As needed, further analysis or assessments are required prior to final determination. Traffic Signal Warrant Study Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: 2015 Totai Traffic Counts Figures/Results: Figure 1. Warrant 2, Four -Hour Vehicular Volume 600 NOTE: The threshold curve shown on this graph is a graphic representat on of Figure 4C-1. = 500 Cl- > a 400 w0 wX �a u 300 Referral to MUTCD is recommenced for any data point near the vic nity of this c rve. X O � J 200 2 100 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Figure 2. Warrant 3, Peak -Hour Vehicular Volume 600 — NOTE: The thres old curve shown on this graph is a graphic repreSE ntation of Figure 4 -3. = 500 d > a 400 w0 w� Xa u 300 Z_ � J 200 O recommended near the fo vicinity of any data this CUR points e. 2 100 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Page 2 2011 Texas Manual on Uniform Traffic Control Devices Traffic Signal Warrant Study 2020 Background Scenario Intersection Traffic Volumes Intersection: Dove Road at Kirkwood Boulevard Dove Road DeShazo Group Kirkwood Boulevard Existing MAJOR STREET APPROACHES MINOR STREET APPROACHES Time WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND Beg End L T R Ra R Ra L R Ra L T R Ra 7:00 8:00 0 444 0 0 0 690 0 0 0 0 0 0 0 186 0 0 8:00 9:00 0 325 0 0 0 620 0 0 0 0 0 0 0 108 0 0 9:00 10:00 0 124 0 0 0 327 0 0 0 0 0 0 0 75 0 0 10:00 11:00 0 120 0 0 0 189 0 0 0 0 0 0 0 53 0 0 11:00 12:00 0 127 0 0 0 209 0 0 0 0 0 0 0 141 0 0 12:00 13:00 0 161 0 0 0 352 0 0 0 0 0 0 0 132 0 0 13:00 14:00 0 149 0 0 0 305 0 0 0 0 0 0 0 71 0 0 14:00 15:00 0 244 0 0 0 327 0 0 0 0 0 0 0 98 0 0 15:00 16:00 0 312 0 0 0 284 0 0 0 0 0 0 0 145 0 0 16:00 17:00 0 271 0 0 0 288 0 0 0 0 0 0 0 318 0 0 17:00 18:00 0 300 0 0 0 370 0 0 0 0 0 0 0 478 0 0 18:00 19:00 0 310 0 0 0 339 0 0 0 0 0 0 0 263 0 0 19:00 20:00 0 190 0 0 0 199 0 0 0 0 0 0 0 108 0 0 20:00 21:00 0 136 0 0 0 156 0 0 0 0 0 0 0 50 0 0 21:00 22:00 0 102 0 0 0 110 0 0 0 0 0 0 0 28 0 0 22:00 23:00 0 37 0 0 0 79 0 0 0 0 0 0 0 4 0 0 Ra= 100% Ra 100% Ra 100% Ra 100% Guidance: 1 The 2011 Texas MUTCD states that the investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the traffic signal warrants as well as other factors related to existing operation and safety at the study location. This analysis studies the satisfaction of a traffic signal warrant based on Eight -Hour Vehicular Volue, Four -Hour Vehicular Volume, and Peak Hour (Warrants 1, 2, and 3, respectively). 2 Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor- street traffic count. In this analysis, Re is the right -turn factor applied to each approach as shown above. 3. Throughout this analysis and in accordance with the 2011 TMUTCD methodology, S denotes the sum of vehicles per hour on both major street approaches while F represents vehicles per hour on the higher -volume minor -street approach only. 4. The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Atraffic control signal should not be installed unless one or more of the factors described in this [manual] are met. Atraffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection. (Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: 2020 Background Volumes Adjustment Factors 1. Major Street Approach 2 or more lane(s) 5. Horizon Years (Projection) 0 years 2. Minor Street Approach 2 or more lane(s) 6. Average Annual Growth Factor 3. Community Population > 10,000 Major Street Approach 0.0% 4. Major Street Posted Speed <_ 40 mph Minor Street Approaches 0.0% Volume TIME Begin MAJOR WB STREET APPROACHES EB S MINOR STREET APPROACH NB SB F 7:00 AM 444 690 1,134 0 186 186 8:00 AM 325 620 945 0 108 108 9:00 AM 124 327 451 0 75 75 10:00 AM 120 189 309 0 53 53 11:00 AM 127 209 335 0 141 141 12:00 PM 161 352 513 0 132 132 1:00 PM 149 305 454 0 71 71 2:00 PM 244 327 572 0 98 98 3:00 PM 312 284 595 0 145 145 4:00 PM 271 288 558 0 318 318 5:00 PM 300 370 669 0 478 478 6:00 PM 310 339 649 0 263 263 7:00 PM 190 199 389 0 108 108 8:00 PM 136 156 292 0 50 50 9:00 PM 102 110 211 0 28 28 10:00 PM 37 79 116 0 4 4 Source: 0 Texas Manual On Uniform Traffic Control Devices MUTCD Warrant Conditional Parameters No. Hrs Satisfied No. Hrs Required Warrant 1- Eight -Hour Vehicular Volume Not Met Major Minor • Condition A (100%) 600 200 2 8 N • Condition B (100%) 900 100 2 8 N • Condition A (80% Factor) & 480 160 4 8 Condition B (80% Factor) 720 80 2 8 N 2 - Four -Hour Vehicular Volume (see attached Figure 1 ) 2 4 Not Met 3 - Peak -Hour Vehicular Volume (see attached Figure 2) 0 1 Not Met 4 - Pedestrian Volume .................... Not Analyzed in this study 5 - School Crossing ........................ Not Analyzed in this study 6 - Coordinated Signal System......... Not Analyzed in this study 7 - Crash Experience ...................... Not Analyzed in this study 8 - Roadway Network .................... Not Analyzed in this study 9 - Intersection near Grade Crossing Not Analyzed in this study suits The approach volumes do not satisfy Warrant One (based on Interruption of Countinuous Traffic only and not on the Minimum Vehicular Volume condition), Warrant Two -- Four -Hour Vehicle Volume, and Warrant Three -- Peak -Hour Vehicular Volume at this intersection. The MUTCD stipulates that a traffic signal control may be installed provided that these warrants are met at the discretion of the authorized agency representative responsible for traffic control installation and maintanance. As needed, further analysis or assessments are required prior to final determination. Traffic Signal Warrant Study Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: 2020 Background Volumes Figures/Results: Figure 1. Warrant 2, Four -Hour Vehicular Volume 600 NOTE: The threshold curve shown on this graph is a graphic representat on of Figure 4C-1. = 500 Referral to MUTCD is Cl- ♦ recornmenc ed for any data point > near the vic nity of this curve. x a 400 w0 wX uu)i a 300 ow 200 O • 100 ♦ • 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Figure 2. Warrant 3, Peak -Hour Vehicular Volume 600 NOTE: The thres old cure shown on this graph is a graphic representation of Figure 4 -3. = 500 d ♦ recom ended fo any data points > near the vicinity c fthis cu e. x 400 a w0 w� uu)i a 300 ow z5-- 0 200 • > x 100 ♦ 2 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Page 2 2011 Texas Manual on Uniform Traffic Control Devices NCeShazo Group Traffic Signal Warrant Study 2020 Background plus Site Scenario Intersection Traffic Volumes source: Quality counts 4/2013 Intersection: Dove Road at Kirkwood Boulevard Dove Road Kirkwood Boulevard Existing MAJOR STREET APPROACHES MINOR STREET APPROACHES Time WESTBOUND EASTBOUND NORTHBOUND SOUTHBOUND Beg End L T R Ra R Ra L M R Ra L T R Ra 7:00 8:00 33 454 0 0 0 696 18 18 16 4 16 16 0 198 0 0 8.00 9.00 0 324 0 0 0 619 0 0 0 0 0 0 0 108 0 0 9:00 10:00 0 124 0 0 0 326 0 0 0 0 0 0 0 75 0 0 10:00 11:00 90 153 0 0 0 217 50 50 62 14 62 62 0 86 0 0 11:00 12:00 90 159 0 0 0 245 50 50 81 18 81 81 0 174 0 0 12:00 13:00 90 194 0 0 0 387 50 50 79 18 79 79 0 165 0 0 13:00 14:00 81 179 0 0 0 337 45 45 72 16 72 72 0 101 0 0 14:00 15:00 106 283 0 0 0 360 59 59 75 17 75 75 0 137 0 0 15:00 16:00 113 352 0 0 0 324 63 63 91 21 91 91 0 187 0 0 16:00 17:00 114 312 0 0 0 332 63 63 100 23 100 100 0 359 0 0 17:00 18:00 125 345 0 0 0 419 70 70 111 25 111 111 0 523 0 0 18:00 19:00 87 342 0 0 0 374 48 48 80 18 80 80 0 294 0 0 19:00 20:00 64 213 0 0 0 222 35 35 51 12 51 51 0 131 0 0 20:00 21:00 49 154 0 0 0 174 27 27 41 9 41 41 0 68 0 0 21:00 22:00 22 110 0 0 0 117 12 12 17 4 17 17 0 36 0 0 22:00 23:00 0 37 0 0 0 79 0 0 0 0 0 0 0 4 0 0 Ra= 100% Ra 100% Ra 100% Ra 100% Guidance: 1 The 2011 Texas MUTCD states that the investigation of the need for a traffic control signal shall include an analysis of the applicable factors contained in the traffic signal warrants as well as other factors related to existing operation and safety at the study location. This analysis studies the satisfaction of a traffic signal warrant based on Eight -Hour Vehicular Volue, Four -Hour Vehicular Volume, and Peak Hour (Warrants 1, 2, and 3, respectively). 2 Engineering judgment should be used to determine what, if any, portion of the right -turn traffic is subtracted from the minor- street traffic count. In this analysis, Re is the right -turn factor applied to each approach as shown above. 3. Throughout this analysis and in accordance with the 2011 TMUTCD methodology, S denotes the sum of vehicles per hour on both major street approaches while F represents vehicles per hour on the higher -volume minor -street approach only. 4. The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. Atraffic control signal should not be installed unless one or more of the factors described in this [manual] are met. Atraffic control signal should not be installed unless an engineering study indicates that installing a traffic control signal will improve the overall safety and/or operation of the intersection. (Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: 2020 Total Traffic Counts Adjustment Factors 1. Major Street Approach 2 or more lane(s) 5. Horizon Years (Projection) 7 years 2. Minor Street Approach 2 or more lane(s) 6. Average Annual Growth Factor 3. Community Population > 10,000 Major Street Approach 4.0% 4. Major Street Posted Speed <_ 40 mph Minor Street Approaches 4.0% Volume 0033 0000 MAJOR WB STREET APPROACHES EB E MINOR STREET APPROACH NB SB Max 12:00 AM 487 714 1,201 36 198 198 12:26 PM 324 619 942 0 108 108 12:26 PM 124 326 450 0 75 75 12:26 PM 242 266 509 139 86 139 11:00 AM 249 294 543 180 174 180 12:00 PM 283 437 720 175 165 175 1:00 PM 260 382 642 160 101 160 2:00 PM 389 419 808 167 137 167 3:00 PM 466 387 853 203 187 203 4:00 PM 426 396 822 222 359 359 5:00 PM 470 488 959 246 523 523 6:00 PM 429 423 852 177 294 294 7:00 PM 277 257 534 113 131 131 8:00 PM 203 202 405 92 68 92 9:00 PM 132 130 262 38 36 38 10:00 PM 37 79 116 0 4 4 Source: Quality counts 412013 Texas Manual On Uniform Traffic Control Devices MUTCD Conditional No. Hrs No. Hrs Warrant Parameters Satisfied Required Warrant 1- Eight -Hour Vehicular Volume Met Major Minor • Condition A (100%) 600 200 4 8 N • Condition B (100%) 900 100 3 8 N • Condition A (80% Factor) & 480 160 9 8 Condition B (80% Factor) 720 80 8 8 Y 2 - Four -Hour Vehicular Volume (see attached Figure 1 ) 4 4 Met 3 - Peak -Hour Vehicular Volume (see attached Figure 2) 1 1 Met 4 - Pedestrian Volume .................... Not Analyzed in this study 5 - School Crossing ........................ Not Analyzed in this study 6 - Coordinated Signal System......... Not Analyzed in this study 7 - Crash Experience ...................... Not Analyzed in this study 8 - Roadway Network .................... Not Analyzed in this study 9 - Intersection near Grade Crossing Not Analyzed in this study suits The approach volumes do satisfy Warrant One (based on Interruption of Countinuous Traffic only and not on the Minimum Vehicular Volume condition), Warrant Two -- Four -Hour Vehicle Volume, and Warrant Three -- Peak -Hour Vehicular Volume at this intersection. The MUTCD stipulates that a traffic signal control may be installed provided that these warrants are met at the discretion of the authorized agency representative responsible for traffic control installation and maintanance. As needed, further analysis or assessments are required prior to final determination. Traffic Signal Warrant Study Intersection: Dove Road at Kirkwood Boulevard Date: 1/25/2015 Description: 2020 Totai Traffic Counts Figures/Results: Figure 1. Warrant 2, Four -Hour Vehicular Volume 600 NOTE: The threshold curve shown on this graph is a graphic • representat on of Figure 4C-1. = 500 Referral to MUTCD is Cl- recommenced for any data point > near the vic nity of this c rve. 2 a 400 w0 • �a u 300 • XW O5-- J 200 100 • 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Figure 2. Warrant 3, Peak -Hour Vehicular Volume 600 NOTE: The thres old curve shown on this graph is a graphic • representation of Figure 4 -3. = 500 d recommended fo any data points > near the vicinity of this cu e. LU a 400 w0 • xa u 300 XW O� z_= J 200 • O ♦ 100 2 • 0 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 MAJOR STREET -TOTAL OF BOTH APPROACHES (VPH) Page 2 Excerpt from the 2006 Texas Manual on Uniform Traffic Control Devices Table 4C-1. Warrant 1, Eight -Hour Vehicular Volume Condition A - Minimum Vehicular Volume Number of lanes for Vehicles per hour on major street Vehicles per hour on minor street moving traffic on each approach (total of both approaches) (higher volume direction only) Major Street Minor Street 100%a 80%b 70%c 56%d 100%a 80%b 70%c 56%d 1............ 1............ 500 400 350 280 150 120 105 84 2 or more 1............ 600 480 420 336 150 120 105 84 2 or more 2 or more 600 480 420 336 200 160 140 112 1............ 2 or more 500 400 350 280 200 160 140 112 Condition B - Interruption of Countinuous Traffic Number of lanes for hicles per hour on major strei Vehicles per hour on minor street moving traffic on each approach (total of both approaches) (higher volume direction only) Major Street Minor Street 100%a 80%b 70%c 56%d 100%a 80%b 70%c 56%d 1............ 1............ 750 600 525 420 75 60 53 42 2 or more 1............ 900 720 630 504 75 60 53 42 2 or more 2 or more 900 720 630 504 100 80 70 56 1............ 2 or more 750 600 525 420 100 80 70 56 a Basic minimum hourly volume. b Used for combination of Conditions A and B after adequate trial of other remedial measures. `May be used when the major street speed exceeds 40 mph or in an isolated community with a population of less than 10,000. d May be used for combination of Conditions A and B after adequate trial of other remedial measues when major street speed exceeds 40 mph or in an isolated community with a population of less than 10,000. [sic]