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HomeMy WebLinkAboutMONTAVA - PHASE G & IRRIGATION POND - BDR210013 - MONTAVA SUBMITTAL DOCUMENTS - ROUND 4 - TRAFFIC STUDY (2)kimley-horn.com 4582 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 October 21, 2022 Mr. Max Moss HF2M Colorado 430 North College Avenue Suite 410 Fort Collins, Colorado 80524 Re: Montava Master Development Long-Term Horizon Traffic Study Letter – Supplement to Master Traffic Study Fort Collins, Colorado Dear Mr. Moss, This letter is a supplement to the Montava Master Transportation Impact Study (2018 Master Study) completed in October 2018 for the overall Montava development area. The purpose of this supplemental Traffic Study Letter is to provide a traffic analysis for the 2045 horizon with full buildout of Montava to account for changes to the development program and roadway infrastructure plan. The overall Montava project is a master planned mixed use development to be located north of Vine drive, south of Richards Lake Road, east of Turnberry Road, and west of Interstate 25 (I-25). The Montava Master Development includes single-family detached homes, single-family attached homes, multifamily low-rise housing, retail uses, office uses, and industrial uses. A conceptual phasing development plan is attached. Montava is a new urbanism complete community with walkable and bikeable blocks and streets incorporating housing, employment, and shopping in close proximity, intended to meet the needs of all residents to remain on site through integrated land use planning. A vicinity map is attached as Figure 1. This traffic study letter provided additional volumes and recommendations to the surrounding existing and proposed intersections for the Montava Master Development for the long-term 2045 horizon. Regional access to Montava Master Development will be provided by Interstate 25 (I-25) and US-287. Primary access will be provided by Richards Lake Road, Mountain Vista Drive, and Turnberry Road. Direct access will be provided by accesses along Mountain Vista Drive, Country Club Road, Maple Hill Drive, Richards Lake Road, and Giddings Road. The following existing intersections were analyzed into this traffic study: · Richards Lake Road and Turnberry Road (Intersection #1) · Richards Lake Road and Giddings Road (#2) · Richards Lake Road and Busch Drive (#3) · Maple Hill Drive and Turnberry Road (#4) · Maple Hill Drive and Bar Harbor Drive (#5) · Country Club Road and Lemay Avenue (#6) · Country Club Road and Turnberry Road (#7) · Mountain Vista Drive and Turnberry Road (#8) · Mountain Vista Drive and Timberline Road (#9) · Mountain Vista Drive and Giddings Road (#10) Montava Master Development 196474000 Page 2 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 · Mountain Vista Drive and Busch Drive (#11) · Mountain Vista Drive and I-25 Southbound Ramps (#12) · Mountain Vista Drive and I-25 Northbound Ramps (#13) · Vine Drive and Lemay Avenue/9th Street (#14) · Vine Drive and Timberline Road (#15) In addition, the following future intersections will be incorporated in this study: ·Conifer Street and Turnberry Road (#16) ·Conifer Street and Timberline Road (#17) ·Conifer Street and Giddings Road (#18) ·Suniga Road and Turnberry Road (#19) ·Suniga Road and Timberline Road (#20) Furthermore, seven (7) major internal intersections to the development were also evaluated. TRIP GENERATION Site-generated traffic estimates are determined through a process known as trip generation. Rates and equations are applied to the proposed land use to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Manual1 published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses. For this study, Kimley-Horn used the ITE Trip Generation Manual average rates that apply to Industrial Park (ITE Code 130), Single-Family Detached Housing (ITE 210), Single-Family Attached Housing (ITE 215), Multifamily Low-Rise Housing (ITE 220), General Office Building (ITE 710), and Shopping Plaza (ITE 821) for traffic associated with this development. Of note, the multi-use urban rates were used for the Single-Family Attached Housing, Multifamily Low-Rise Housing, General Office Building, and Shopping Plaza uses due to the Montava development promoting walkability/bicycle friendly interconnection and infrastructure among a large-scale mixed-use development. With these multi-use urban rates, the overall development decreases the daily trips by 18 percent, the morning peak hour decrease by 13 percent, and the afternoon peak hour decreases by 19 percent compared to the general urban/suburban rates. In addition, since the buildout of the Montava Master Development is proposed to contain a mix of uses, internal capture trips are expected to occur on site as well. These internal capture trips are shared trips from vehicles already within the internal street network that reduce the number of total external trips and were calculated directly per the ITE procedure. The following Table 1 summarizes the estimated trip generation for each phase within the entire Montava Master Development and the trips generated by the total development (calculations attached). As shown in Table 1 and based on ITE Trip Generation calculations, the entire Montava Master Development is anticipated to generate approximately 36,960 weekday external daily trips, with 2,678 of these trips occurring during the morning peak hour and 3,199 of these trips occurring in the afternoon peak hour. 1 Institute of Transportation Engineers,Trip Generation Manual, Eleventh Edition, Washington DC, 2021. Montava Master Development 196474000 Page 3 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Table 1 – Montava Master Development Project Traffic Generation Total In Out Total In Out A 210 Single-Family Detached Housing 268 DU 2,398 184 48 136 231 147 84 210 Single-Family Detached Housing 215 DU 1,924 148 38 110 185 117 68 215 Single Family Attached 60 DU 338 23 8 15 16 10 5 220 Multifamily Housing (Low-Rise) 36 DU 86 11 1 10 8 7 1 2,348 182 47 134 209 135 74 210 Single-Family Detached Housing 89 DU 798 61 16 45 77 49 28 215 Single Family Attached 47 DU 264 18 6 12 13 8 5 220 Multifamily Housing (Low-Rise) 18 DU 44 6 1 5 4 3 1 1,106 84 23 62 94 60 34 210 Single-Family Detached Housing 216 DU 1,934 148 38 110 186 118 68 215 Single Family Attached 102 DU 574 39 13 26 28 18 10 220 Multifamily Housing (Low-Rise) 126 DU 300 37 4 33 30 27 3 2,808 225 55 170 243 163 81 210 Single-Family Detached Housing 97 DU 870 67 18 49 84 53 31 215 Single Family Attached 95 DU 534 36 12 25 26 16 10 220 Multifamily Housing (Low-Rise) 291 DU 692 85 9 77 67 61 6 710 General Office Building 29 1,000 Sq Ft 226 23 20 2 23 3 20 821 Shopping Plaza 51 1,000 Sq Ft 2,622 67 42 24 203 106 97 4,944 278 101 177 403 239 164 210 Single-Family Detached Housing 52 DU 468 35 9 26 45 29 16 215 Single Family Attached 71 DU 400 22 9 13 19 12 7 220 Multifamily Housing (Low-Rise) 198 DU 472 58 6 52 46 42 5 1,340 115 24 91 110 82 28 210 Single-Family Detached Housing 91 DU 816 63 17 46 79 50 29 215 Single Family Attached 42 DU 238 16 5 11 11 7 4 220 Multifamily Housing (Low-Rise) 230 DU 548 68 7 61 54 48 5 1,602 146 28 118 143 105 38 215 Single Family Attached 31 DU 176 12 4 8 8 6 3 220 Multifamily Housing (Low-Rise) 345 DU 820 102 10 92 79 71 8 710 General Office Building 29 1,000 Sq Ft 226 24 21 2 23 3 20 821 Shopping Plaza 55 DU 2,836 72 45 27 220 115 105 4,058 209 80 129 330 195 135 215 Single Family Attached 90 DU 506 34 12 23 24 15 9 220 Multifamily Housing (Low-Rise) 331 DU 786 97 10 87 77 69 7 710 General Office Building 224 1,000 Sq Ft 1,714 170 153 17 171 24 147 821 Shopping Plaza 42 1,000 Sq Ft 2,170 55 34 21 168 88 80 5,176 357 209 148 439 196 243 210 Single-Family Detached Housing 179 DU 1,602 124 32 91 154 98 56 215 Single Family Attached 68 DU 382 26 9 18 18 11 7 220 Multifamily Housing (Low-Rise) 54 DU 130 16 2 14 13 12 1 2,114 166 43 123 185 121 64 210 Single-Family Detached Housing 142 DU 1,272 97 26 72 122 78 44 215 Single Family Attached 89 DU 500 34 11 24 24 15 9 220 Multifamily Housing (Low-Rise) 72 DU 172 22 2 20 17 15 2 1,944 153 38 115 163 107 55 210 Single-Family Detached Housing 249 DU 2,230 171 44 127 215 136 79 215 Single Family Attached 32 DU 182 12 4 8 8 6 3 2,412 183 48 134 223 142 81 210 Single-Family Detached Housing 126 DU 1,130 86 23 64 108 68 40 215 Single Family Attached 66 DU 372 26 8 18 17 11 6 220 Multifamily Housing (Low-Rise) 36 DU 86 11 1 10 8 7 1 821 Shopping Plaza 11 1,000 Sq Ft 576 14 9 5 45 23 22 2,164 137 41 96 179 110 69 N 130 Industrial Park 210 1,000 Sq Ft 622 63 54 9 60 21 39 O 130 Industrial Park 650 1,000 Sq Ft 1,924 197 167 30 186 65 121 36,960 2,678 1,005 1,673 3,199 1,888 1,311 Residential only phases Mixed-Use phases Industrial only phases Total External Trips with Internal Capture Phase L Total External Trips with Internal Capture L Phase M Total External Trips with Internal Capture M C I J Phase K Total External Trips with Internal Capture K Phase I Total External Trips with Internal Capture E F G H D PM Peak Phase J Total External Trips with Internal Capture Phase B Total External Trips with Internal Capture Phase C Total External Trips with Internal Capture Phase D Total External Trips with Internal Capture Phase E Total External Trips with Internal Capture Phase F Total External Trips with Internal Capture Phase G Total External Trips with Internal Capture Phase H Total External Trips with Internal Capture Units Daily Trips AM PeakITE Land Use Code Land Use Size B Phase Montava Master Development 196474000 Page 4 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 As requested by the City of Fort Collings, a comparison of the new development plan and trip generation from the original PUD 2018 Montava TIS are provided in Table 2 and Table 3, respectively. Table 2 – Original Master Traffic Study Land Use Comparison 2018 Montava Development Program Current Montava Development Program Residential:4,460 Dwelling Units Residential:4,254 Dwelling Units Office:200,000 Square Feet Office:283,080 Square Feet Retail:200,000 Square Feet Retail:159,030 Square Feet Industrial:871,000 Square Feet Industrial:860,000 Square Feet As shown in Table 3, the new plan of development is expected to generate approximately 5,508 fewer daily trips than the approved PUD development with 135 fewer morning peak hour trips and 450 fewer afternoon peak hour trips. Table 3 – Original Montava Master Study Project Traffic Generation Comparison Land Use and Size Weekday Vehicle Trips Daily AM Peak Hour PM Peak Hour In Out Total In Out Total 2018 Montava Master Transportation Impact Study – ITE 10th Edition Total Trips after Internal Capture 42,468 961 1,733 2,694 2,023 1,626 3,649 Current Montava Proposal – ITE 11th Edition Total Trips after Internal Capture 36,960 1,005 1,673 2,678 1,888 1,311 3,199 Net Trips -5,508 +44 -60 -16 -135 -315 -450 TRIP DISTRIBUTION AND TRAFFIC ASSIGNMENT Distribution of site traffic on the street system was based on the area street system characteristics, existing traffic patterns, existing and anticipated surrounding demographic information, and the proposed access system for the project. The directional distribution of traffic is a means to quantify the percentage of site-generated traffic that approaches the site from a given direction and departs the site back to the original source. There are three main uses associated with the entire development: residential only, mixed-use (residential and retail), and industrial only. Therefore, three separate external distributions were prepared for the development.Figure 2 illustrates the external trip distribution for the residential phases, Figure 3 illustrates the external trip distribution for the mixed-use phases, and Figure 4 illustrates the external trip distribution for the industrial phases. Montava Master Development 196474000 Page 5 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Montava Master Development traffic assignment was determined by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Traffic assignment for the external intersections is shown in Figure 5 and in Figure 6 for the internal intersections. 2045 TOTAL TRAFFIC VOLUME PROJECTIONS Long-term baseline traffic volumes without the Montava development from the 2018 Montava Master Transportation Impact Study were used as background traffic volumes in this study. Site traffic volumes from the current Montava development program have been added to the baseline traffic volumes from the 2018 Master Study to represent estimated total traffic conditions for the long-term 2045 horizon. The baseline traffic volumes from the 2018 Master Study utilized an areawide annual growth rate of two (2) percent and other know developments in the area based on direction from City staff. However, the intersection of Maple Hill Drive/Bar Harbor Drive (#5) and the east leg of the Maple Hill Drive/Turnberry Road intersection is not anticipated to have additional growth besides the traffic associated with the Montava Development. In addition, the Montava Master Transportation Impact Study was used to determine future roadway volumes along the future east/west roadways of Conifer Street and Suniga Road. Furthermore, the future volumes determined in the 2018 Master Study were compared to the existing volumes grown to 2045 and balancing of volumes between intersections was performed when necessary. These total traffic volumes for the external study intersections are illustrated for the 2045 horizon year in Figure 7 and the total traffic volumes for the internal study intersections are illustrated in Figure 8. TRAFFIC OPERATIONS ANALYSIS METHODOLOGY Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies at the project key intersections for the 2045 horizon with the addition of the entire Montava Master Development. The acknowledged source for determining overall capacity is the Highway Capacity Manual2. Capacity analysis results are listed in terms of Level of Service (LOS). LOS is a qualitative term describing operating conditions a driver will experience while traveling on a particular street or highway during a specific time interval. It ranges from A (very little delay) to F (long delays and congestion). For intersections and roadways, standard traffic engineering practice and City of Fort Collins requirements identify overall LOS D for signalized intersections with approaches and movements operating at or better than LOS E. For unsignalized intersections, LOS E or better is required per City of Fort Collins standards.Table 4 below shows the definition of level of service for unsignalized intersections. 2 Transportation Research Board,Highway Capacity Manual, Sixth Edition, Washington DC, 2016. Montava Master Development 196474000 Page 6 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Table 4 – Level of Service Definitions Level of Service Unsignalized Intersection Average Total Delay (sec/veh) A ≤ 10 B > 10 and ≤ 15 C > 15 and ≤ 25 D > 25 and ≤ 35 E > 35 and ≤ 50 F > 50 Transportation Research Board,Highway Capacity Manual, Sixth Edition, Washington DC, 2016. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the LOS for a two-way stop- controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. LOS for a two-way stop-controlled intersection is not defined for the intersection as a whole. The LOS for signalized, roundabout, and four-way stop controlled intersections are defined for each approach and for the overall intersection. Calculations for the level of service at the key intersections identified for study are attached. Synchro traffic analysis software was used to analyze the study area key intersections for level of service. In addition, Sidra Software was used to analyze roundabout with more than one lane approaches. The Highway Capacity Manual (HCM) methodology reports were used to analyze intersection delay and level of service.Table 5 provides the level of service operational results of the external study intersections with recommended improvements. Intersection by intersection LOS results and recommended improvements discussion is provided following the LOS results table. Table 5 – External Future Intersection LOS Results Intersection Movement Control 2045 Total AM Peak Hour PM Peak Hour LOS (Delay) LOS (Delay) Richards Lake Road & Turnberry Road (#1) Northbound Left 8.1 A 7.9 A Eastbound Approach 11.9 B 10.9 B Westbound Left 18.7 C 17.1 C Westbound Through/Right 10.6 B 11.8 B Southbound Left 7.8 A 8.4 A Richards Lake Road & Giddings Road (#2)Overall 8.5 A 7.5 A Montava Master Development 196474000 Page 7 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Intersection Movement Control 2045 Total AM Peak Hour PM Peak Hour LOS (Delay) LOS (Delay) Eastbound Approach 12.3 B 6.5 A Westbound Approach 5.7 A 8.0 A Northbound Approach 5.3 A 7.8 A Southbound Approach 8.7 A 7.3 A Richards Lake Road & Busch Drive (#3) Northbound Left 13.5 B 15.4 C Northbound Through/Right 9.0 A 9.4 A Eastbound Left 0.0 A 0.0 A Westbound Left 7.8 A 8.1 A Southbound Approach 13.4 B 0.0 A Maple Hill Road & Turnberry Road (#4) Westbound Approach 15.0 C 14.7 B Southbound Left 8.1 A 9.9 A Maple Hill Road & Bar Harbor Drive (#5) Overall 7.6 A 7.8 A Eastbound Approach 7.4 A 8.0 A Westbound Approach 7.8 A 7.6 A Northbound Approach 7.4 A 7.4 A Southbound Approach 7.0 A 7.2 A Country Club Road & Lemay Avenue (#6) Overall 7.6 A 8.9 A Eastbound Approach 8.6 A 9.5 A Westbound Approach 7.7 A 7.8 A Northbound Approach 5.7 A 10.5 B Southbound Approach 7.4 A 5.8 A Montava Master Development 196474000 Page 8 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Intersection Movement Control 2045 Total AM Peak Hour PM Peak Hour LOS (Delay) LOS (Delay) Country Club Road & Turnberry Road (#7) Overall 16.5 B 44.3 D Eastbound Approach 37.2 D 54.3 D Westbound Approach 36.2 D 40.3 D Northbound Approach 10.8 B 46.3 D Southbound Approach 6.0 A 24.8 C Mountain Vista Drive & Turnberry Road (#8) Overall 9.9 A 10.8 B Eastbound Approach 8.1 A 5.8 A Westbound Approach 6.2 B 13.6 B Northbound Approach 5.9 A 7.6 A Southbound Approach 12.7 B 9.1 A Mountain Vista Drive & Timberline Road (#9) Overall 8.4 A 16.6 B Northbound Approach 11.4 B 29.1 D Westbound Approach 6.1 A 10.1 B Southbound Approach 9.2 A 10.5 B Eastbound Approach 8.0 A 6.6 A Mountain Vista Drive & Giddings Road (#10) Overall 44.9 D 41.5 D Eastbound Approach 64.6 E 49.1 D Westbound Approach 38.1 D 35.3 D Northbound Approach 31.2 C 46.9 D Southbound Approach 44.8 D 38.2 D Montava Master Development 196474000 Page 9 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Intersection Movement Control 2045 Total AM Peak Hour PM Peak Hour LOS (Delay) LOS (Delay) Mountain Vista Drive & Busch Drive (#11) Overall 11.2 B 15.2 B Eastbound Approach 13.0 B 12.6 B Westbound Approach 7.2 A 17.2 B Northbound Approach 13.3 B 12.4 B Southbound Approach 16.7 B 14.6 B Mountain Vista Drive & I-25 SB Ramp (#12) Overall 12.0 B 23.2 C Eastbound Approach 14.9 B 18.7 B Westbound Approach 2.7 A 21.8 C Southbound Approach 47.9 D 36.2 D Mountain Vista Drive & I-25 NB Ramp (#13) Overall 25.5 C 29.8 C Eastbound Approach 6.1 A 25.4 C Westbound Approach 18.3 B 29.2 C Southbound Approach 40.1 D 31.4 C Vine Drive & Lemay Avenue (#14)Future Grade Separating Vine Drive & Timberline Road (#15)Future Grade Separating Conifer Street & Turnberry Road (#16) Overall 22.5 C 22.3 C Eastbound Approach 33.8 C 31.3 C Westbound Approach 41.4 D 32.8 C Northbound Approach 5.4 A 10.9 B Southbound Approach 7.0 A 11.9 B Conifer Street & Timberline Road (#17) Overall 13.5 B 15.1 B Eastbound Approach 39.9 D 41.6 D Montava Master Development 196474000 Page 10 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Intersection Movement Control 2045 Total AM Peak Hour PM Peak Hour LOS (Delay) LOS (Delay) Westbound Approach 38.5 D 29.0 C Northbound Approach 0.6 A 0.4 A Southbound Approach 5.8 A 11.5 B Conifer Street & Giddings Road (#18) Overall 10.0 A 13.4 B Eastbound Approach 44.0 D 40.5 D Northbound Approach 4.2 A 9.5 A Southbound Approach 4.3 A 6.3 A Suniga Road & Turnberry Road (#19) Eastbound Left 9.8 A 10.0 A Southbound Left 15.5 C 26.4 D Southbound Right 25.2 D 22.3 C Suniga Road & Timberline Road (#20) Overall 14.4 B 41.1 D Eastbound Approach 26.5 C 24.1 C Westbound Approach 27.7 C 33.3 C Northbound Approach 1.5 A 63.6 E Southbound Approach 3.9 A 36.7 D As shown in Table 5, the external intersections are all anticipated to operate acceptably throughout the 2045 horizon with the recommended improvements. The following recommendations are provided for each external intersection with a summary provided in Table 6.The recommended geometry and control for the external intersection is attached as Figure 9.The signal warrant figures are also attached for the appropriate intersections. Montava Master Development 196474000 Page 11 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Richards Lake Road & Giddings Road (#2) · The City of Fort Collins’ Master Street Plan has identified this intersection as a potential roundabout in the future. Therefore, as a single-lane approach roundabout, the intersection is anticipated to operate with LOS A during both peak hours in 2045. Country Club Road & Lemay Avenue (#6) · The City of Fort Collins’ Master Street Plan has identified this intersection as a potential roundabout in the future. Therefore, as a single-lane approach roundabout, the intersection is anticipated to operate with LOS A during both peak hours in 2045. Mountain vista Drive & Turnberry Road (#8) · The City of Fort Collins’ Master Street Plan has identified this intersection as a potential roundabout in the future in the Master Street Plan. The intersection is anticipated to operate with LOS B during the morning peak hour and LOS A during the afternoon peak hour as a single-lane approach roundabout. Mountain Vista Drive & Timberline Road (#9) · Two eastbound and westbound through lanes along Mountain Vista Drive from Timberline Road to the I-25 Northbound Ramp are needed and have been identified in the City of Fort Collins Master Street Plan. · The development has identified and designed this intersection as a four-legged roundabout. The north and south legs can operate acceptably as a single-lane approach. Therefore, the north/south approaches with a single lane and the east/west approaches with two lanes is anticipated to operate with LOS A during the morning peak hour and LOS B during the afternoon peak hour in 2045. Mountain Vista Drive & Giddings Road (#10) · Two eastbound and westbound through lanes along Mountain Vista Drive from Timberline Road to the I-25 Northbound Ramp are needed and have been identified in the City of Fort Collins’ Master Street Plan. · Two-way left turn lanes are recommended along Mountain Vista Drive and along Giddings Road. In addition, the south leg of Giddings Road from Mountain Vista to Conifer Street will be constructed in the future as a three-lane roadway with a two-way left turn lane. The following roadway geometry is recommended at the intersection: o Eastbound Approach: Separate Left Turn Lane, Two Throughs with a Shared Right Turn Lane o Westbound Approach: Separate Left Turn Lane, Two Through Lanes, and a Separate Right Turn Lane o Northbound Approach: Separate Left Turn Lane, A Through Lane, and a Separate Right Turn Lane o Southbound Approach: Dual Left Turn Lanes and a Shared Through/Right Turn Lane · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours are expected to meet warrants for signalization; therefore, signalization is recommended at this intersection. Montava Master Development 196474000 Page 12 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Mountain Vista Drive & Busch Drive (#11) · Two eastbound and westbound through lanes along Mountain Vista Drive from Timberline Road to the I-25 Northbound Ramp are needed and have been identified in the City of Fort Collins’ Master Street Plan. · The south leg of Busch Drive will be constructed in the future to provide access to the industrial phases in the development. The following roadway geometry is recommended at the intersection: o Eastbound Approach: Separate Left Turn Lane, Two Throughs with a Shared Right Turn Lane o Westbound Approach: Separate Left Turn Lane, Two Throughs with a Shared Right Turn Lane o Northbound Approach: Single Lane Approach with Shared Movements o Southbound Approach: Single Lane Approach with Shared Movements · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. Mountain Vista Drive & I-25 SB Ramp (#12) · Two eastbound and westbound through lanes along Mountain Vista Drive from Timberline Road to the I-25 Northbound Ramp are needed and have been identified in the City of Fort Collins’ Master Street Plan. The second eastbound through lane will be dropped as a forced right turn lane at the I-25 Southbound Ramp. · The following roadway geometry is recommended at the intersection: o Eastbound Approach: A Through and Separate Right Turn Lane with a Southbound Acceleration Lane o Westbound Approach: Separate Left Turn Lane and Two Through Lanes o Southbound Approach: Separate Right Turn Lane and Shared Through/Right Turn Lane · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. Mountain Vista Drive & I-25 NB Ramp (#13) · The following roadway geometry is recommended at the intersection: o Eastbound Approach: Separate Left Turn Lane and a Through Lane o Westbound Approach: Shared Through/Right Turn Lane o Southbound Approach: Dual Left Turn Lanes and Shared Through/Right Turn Lane · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. Conifer Street & Turnberry Road (#16) · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. Montava Master Development 196474000 Page 13 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 · The northbound and southbound approaches of Turnberry Road are recommended to provide separate left turn lanes. Left turn lanes are required along arterial roadways based on the City of Fort Collins’ Street Standard (Table 7-1). Single lane eastbound and westbound approaches are recommended. Conifer Street & Timberline Road (#17) · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. · The northbound and southbound approaches of Timberline Road are recommended to provide separate left turn lanes. Left turn lanes are required along arterial roadways based on the City of Fort Collins’ Street Standard (Table 7-1). Single lane eastbound and westbound approaches are recommended. Conifer Street & Giddings Road (#18) · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. · A separate northbound left and southbound right turn lane is recommended to be provided. The eastbound approach can operate acceptably as a single-lane approach. Suniga Road & Turnberry Road (#19) · Suniga Road is proposed to be an arterial roadway with one lane in each direction. Therefore, a separate eastbound left turn lane is recommended. The intersection is anticipated to operate acceptably with stop control on the southbound Turnberry Road approach. With this control, the intersection movements are all anticipated to operate at LOS C or better during both peak hours. Suniga Road & Timberline Road (#20) · Suniga Road and Timberline Road both are proposed to be arterial roadways with one lane in each direction. Therefore, separate left turn lanes are recommended on all four approaches. · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. Montava Master Development 196474000 Page 14 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Table 6 – External Future Intersection Control Control Type Intersections Traffic Signals (9) · Country Club Road & Turnberry Road (#7) · Mountain Vista & Giddings Road (#10) · Mountain Vista & Busch Drive (#11) · Mountain Vista & I-25 SB Ramp (#12) · Mountain Vista & I—25 NB Ramp (#13) · Conifer Street & Turnberry Road (#16) · Conifer Street & Timberline Road (#17) · Conifer Street & Giddings road (#18) ·Suniga Road & Timberline Road (#20) Two-Way Stop (4) · Richards Lake & Turnberry Road (#1) · Richards Lake & Busch Drive (#3) · Maple Hill Drive & Turnberry Road (#4) ·Suniga Road & Turnberry Road (#19) All-Way Stop (1) · Maple Hill Drive & Bar Harbor Drive (#5) Roundabout (4) · Richard Lake & Giddings Road (#2) · Country Club & Lemay Avenue (#6) · Mountain Vista & Turnberry Road (#8) · Mountain Vista & Timberline Road (#9) Lane Segments Roadway 2/3-Lane Segment (7) · Richards Lake Road · Conifer Street · Suniga Road · Lemay Avenue · Turnberry Road · Giddings Road · Busch Drive 4/5-Lane Segment (1) · Mountain Vista Drive (Timberline to I-25 NB Ramp) Black Text in Control Section = Existing Control Type;Blue Text in Control Section = Future Control Type Montava Master Development 196474000 Page 15 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Table 7 provides the level of service operational results of the internal study intersections with the recommended improvements. Intersection by intersection LOS results and recommended improvements discussion is provided following the LOS results table. Table 7 – Internal Future Intersection LOS Results Intersection Movement Control 2045 Total AM Peak Hour PM Peak Hour LOS (Delay) LOS (Delay) Richards Lake Road & Access (#1) Northbound Approach 10.4 B 9.5 A Westbound Left 8.0 A 7.7 A Maple Hill Drive & Access (#2) Northbound Approach 7.4 A 7.7 A Westbound Left 9.9 A 10.6 B Timberline Road & Giddings Road (#3) Overall 17.1 B 11.4 B Eastbound Approach 31.8 C 38.9 D Westbound Approach 36.1 D 39.6 D Northbound Approach 7.5 A 5.1 A Southbound Approach 7.2 A 3.6 A Country Club Road & Timberline Road (#4) Overall 3.3 A 3.5 A Eastbound Approach 3.2 A 3.4 A Westbound Approach 3.4 A 3.6 A Northbound Approach 3.0 A 3.7 A Southbound Approach 3.4 A 3.2 A Montava Master Development 196474000 Page 16 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Intersection Movement Control 2045 Total AM Peak Hour PM Peak Hour LOS (Delay) LOS (Delay) South Access & Giddings Road (#5) Overall 16.9 B 4.5 A Eastbound Approach 35.4 D 43.0 D Westbound Approach 38.5 D 42.0 D Northbound Approach 6.4 A 0.8 A Southbound Approach 14.7 B 0.6 A Mountain Vista Drive & West Access (#6) Eastbound Left 8.2 A 8.7 A Southbound Approach 12.7 B 14.1 B Mountain Vista Drive & East Access (#7) Eastbound Left 10.8 B 13.0 B Southbound Approach 21.4 C 23.8 C As shown in Table 7, the internal intersections are all anticipated to operate acceptably throughout the 2045 horizon with the recommended improvements. The following recommendations are provided for each internal intersection with a summary provided in Table 8.The recommended geometry and control for the internal intersections is attached as Figure 10. Richards Lake Road Access (#1) · A public street access is proposed along Richards Lake Road, west of the Giddings Road intersection. A separate left turn lane is recommended within the future two-way left turn lane center line. The intersection is anticipated to operate acceptably under stop control on the northbound access approach. An R1-1 “STOP” sign is recommended to be place on the northbound approach, exiting the development. Maple Hill Drive & Richards Lake Access (#2) · The proposed T-intersection is recommended to provide stop control on the southbound approach and contain single shared movement lanes on each approach. Timberline Road & Giddings Road (#3) · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. · Giddings Road is recommended to be a three-lane roadway with a two-way left turn lane center lane. Therefore, northbound and southbound left turn lanes are Montava Master Development 196474000 Page 17 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 recommended along with Giddings Road proposed to be an arterial roadway. Single lane eastbound and westbound approaches are recommended. Country Club Road & Giddings Road (#4) · This intersection is recommended and has been designed by the development as a single-lane roundabout. South Access & Giddings Road (#5) · An MUTCD Four Hour Signal Warrant Analysis was completed during the four peak hours. All four hours meet warrants for signalization; therefore, signalization is recommended at this intersection. · Northbound and southbound left turn lanes are recommended along Giddings Road. Single lane eastbound and westbound approaches are recommended. Mountain Vista Drive West Access (#6) · Two through lanes in each direction are proposed along Mountain Vista Drive in the future. The intersection is anticipated to operate acceptably with stop control on the southbound approach. A separate eastbound left turn lane is recommended along Mountain Vista Drive. Mountain Vista Drive East Access (#7) · Consistent with the West Access along Mountain Vista Drive, the Mountain Vista Drive East Access intersection is anticipated to operate acceptably with stop control on the southbound approach. A separate eastbound left turn lane is recommended along Mountain Vista Drive. Table 8 – Future Internal Intersection Control Control Type Intersections Traffic Signals (2)·Timberline Road & Giddings Road (#3) ·Giddings Road & South Access (#5) Two-Way Stop (4)·Richards Lake & Access (#1) ·Maple Hill Drive & Richards Access (#2) ·Mountain Vista & West Access (#6) ·Mountain Vista & East Access Roundabout (1)·Country Club &Timberline Road (#4) Black Text in Control Section = Existing Control Type;Blue Text in Control Section = Future Control Type The roadway plan and recommended intersection control is attached in Figure 11. Montava Master Development 196474000 Page 18 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 MULTIMODAL TRANSPORTATION ANALYSIS A multimodal transportation analysis was performed as part of this traffic study to meet City of Fort Collins and standards and requirements for the overall Montava development. This multi-modal evaluation includes an assessment of operations and level of service for pedestrians, bicycles and transit, as outlined with the City of Fort Collins’ Multimodal Transportation Level of Service Manual and Adequate Public Facilities Plan. Each of these will be discussed further within the following sections: Pedestrian Analysis The five level of service standards specific to pedestrian facilities were reviewed as part of this project. These include directness, continuity, street crossings, visual interest and amenity, and security. The Montava development is located within the “Activity Centers/Corridors” pedestrian priority area. Therefore, the City has established LOS B for all the pedestrian elements (directness, continuity, visual intersection, and security) with the exception of the street crossing element which has an LOS C threshold. The five level of service quality measure assessments are as follows: Directness The City of Fort Collins identifies directness as the walking distance to destinations including transit stops, schools, parks, commercial employment, or activity areas. A grid street pattern with sidewalks typifies the ideal system, as is present with this proposed project location. Measurement of directness is the ratio of the Actual distance to such destinations by way of pedestrian sidewalk or pathway divided by Minimum right-angle distance characterized by the grid street pattern (the A/M ratio). Pedestrian activity generated by this project is anticipated to be along Mountain Vista Drive and Timberline Road. As the actual distance is the same as the minimum distance, the ratio of directness is 1.0, which is less than the maximum 1.2 threshold for Level of Service A. Therefore, this criterion is met with this project, level of service A. Continuity Continuity is defined as the completeness of the sidewalk/walkway systems with avoidance of gaps. Where the pedestrian corridor is integrated within the activities along the corridor, level of service A results. With the proposed development, Mountain Vista Drive and Timberline Road will provide pedestrian connectivity between the local roadways and the future Montava full development plan. A pedestrian network map is shown in Figure 12 for the overall development and the surrounding network. Therefore, it is believed that the future pedestrian sidewalks/ walkway system will result in level of service A within the activity area. Street Crossings There are four types of street crossings with associated level of service ratings. The first is signalized intersections where elements include grade separation, number of lanes to cross, signal indication, well-marked crosswalks, lighting, raised median width, visibility, curb ramps, pedestrian buttons, convenience, comfort, and security. The second is unsignalized intersection crossing of major streets where grade separation, number of lanes to cross, well- marked crosswalks, lighting, raised median width, visibility, and curb ramps are evaluated. Third, unsignalized intersection crossings of minor streets that include an evaluation of well- Montava Master Development 196474000 Page 19 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 marked crosswalks, lighting, and curb ramps. The fourth and last is mid-block crossings where the number of lanes to cross, strength of crosswalk presence, well-marked crosswalks, lighting, raised median width, curb ramps, pedestrian signals, convenience, comfort, and security are considered. Pedestrian crossings will be provided at all intersections within the development and along the frontage of the development. Mid-block crossings may be explored throughout the development if delays become greater than 30 seconds. The City of Fort Collins’ Pedestrian Plan identifies a two-step process for crosswalk locations with step one looking at the signal warrant for pedestrian and if warrants are not met then step two is determining one or more less “intense” treatments outlined in Table P-4 of the Fort Collins Pedestrian Plan.Therefore, the proposed mid-block crossings identified on the site plan along Timberline Road may further be enhanced with rectangular rapid flashing beacons (RRFBs) if pedestrian delay exceeds more than 30 seconds or further safety measures will need to be explored. With full buildout of Montava, pedestrian demand and traffic projections would likely cause pedestrian delays to exceed 30 seconds at the mid-block crossings north of the Chesapeake Drive/Timberline Road (#19) and Timberline Road North Access (#17) and RRFBs could be considered at these locations. Given that all the unsignalized intersection elements needed will be provided in the future with the buildout of the development, the desired level of service for Street Crossing are met. Visual Interest and Amenity This identifies a pedestrian system to be aesthetically compatible with local architecture and include pedestrian amenities. Large walkways/sidewalks, trees, traffic circles, and medians are proposed within the development. The residential homes, retail uses, and offices will have modern and aesthetically appropriate architecture and design. The whole development program is anticipated to be walkable between retail, office, and residential homes with green space to tie the community together. Throughout the remainder of the corridor, the landscaping that is present provides visual interest necessary to provide a Level of Service A category as defined by “Visually appealing and compatible with local architecture, generous sidewalk width, active building frontages, pedestrian lighting, street trees, and quality of street furniture.”, within the City standards. Security As identified by the City of Fort Collins requirements, the highest level of service is in an environment with high pedestrians and police presence, clear lines of sight, and good lighting levels. The lowest is where the streetscape is totally intimidating with major breaches in pedestrian visibility from the street, adjacent land uses, and activities. The overall development will provide pedestrian connectivity and trails to allow a more active lifestyle. Further, an abundance of quality lighting will be provided to ensure people feel safe walking to and from the amenities provided within the development. Based on this evaluation criteria, it is believed that the project meets the minimum requirements for pedestrian level of service with this project. The pedestrian level of service summary is shown in Table 9 below. As shown in the table, the proposed pedestrian facilities will be constructed to provide LOS B or better. Montava Master Development 196474000 Page 20 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Table 9 – Pedestrian Level of Service Summary Quality Indicators 1 LOS Description Security A Sense of security enhanced by presence of other people using sidewalks and overlooking them from adjacent buildings. Good lighting and clear sight lines. Directness A Excellent and direct connectivity through full utilization of urban space, streets, transit, and activity centers with clear linear visual statements. Continuity A Pedestrian sidewalk appears as a single entity with a major activity area or public open space. Street Crossings (Signalized)A / B 3 or fewer lanes to cross, clear indications with some roadways providing 4 or 5 lanes (striping, etc.), well marked crosswalks, good lighting, standard curb ramps, automatic pedestrian signal, pedestrian amenities, unobstructed views Street Crossings (Unsignalized)A Well-marked cross walks, good lighting levels, standard curb ramps, street character suggests pedestrian crossing, unobstructed views Visual Appeal and Amenities A Visually appealing and compatible with local architecture and artist themes, wide sidewalks, window shopping, pedestrian lighting, trees and street furniture Surface Condition A Smooth asphalt or concrete with few breaks or cracks 1Quality Indicators from Fort Collins Pedestrian Plan The pedestrian facilities that will be constructed with the Montava development are anticipated to meet the LOS guidelines. However, the surrounding roadways that are not fronting the project are not included in the LOS determination. Bicycle Analysis Bicycle level of service standards are based on connectivity to various bike facilities in connecting corridors. Bicycle corridors may contain either on-street lanes, off-street paths, or on-street routes, with on-street routes preferred providing this safer and more direct connectivity. Existing bicycle lanes are provided along Mountain Vista Drive, Turnberry Road, Country Club Road, and Richard Lakes Road. The future development plan will include planning a community focused on not only walkability but also providing bicycle facilities and infrastructures within the development. Therefore, the bicycle analysis demonstrates LOS A for this project. To continue providing bicycle facilities extending outside of the development roadways, the bicycle facilities along Country Club Road, Timberline Road, and shared path Montava Master Development 196474000 Page 21 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 trails are anticipated to be constructed over the next 25 to 50 years as identified in the Fort Collins Bicycle Master Plan. The Montava development is not planning to construct bicycle facilities outside of the immediate development site. A bicycle network map is shown in Figure 13 for the overall development and the surrounding network. Of note, the overall Montava development does not have plans to fill in pedestrian and bicycle facility gaps along the external street network. Transit Analysis Transit level of service standards have been developed to plan for a well-connected intermodal transportation system. The transit service is developed so that it is frequent, reliable, and accessible. At this time transit connectivity is unknown because it is believed that walking, biking, and driving will be the main forms of travel within this community. It is believed additional transit routes and schedules will be planned once the full community of Montava is developed. SUMMARY OF COMPARISON The following section summarizes the intersection geometry and control changes from the previously approved Montava Master Transportation Impact Study completed in October 2018.Table 10 summarizes the changes between the 2018 Master Study and the new recommendations at the study intersections. Table 10 – Summary of Changes Intersection 2018 Study Recommendation New Recommendation External Intersection Richards Lake & Turnberry Rd (#1)No Change Richards Lake & Giddings Rd (#2)Two Way Stop Control Single-Lane Roundabout Richards Lake & Busch Dr (#3)No Change Maple Hill Dr & Turnberry Rd (#4)No Change Maple Hill Dr & Bar Harbor Dr (#5)No Change Country Club & Lemay Ave (#6)Not Included Single-Lane Roundabout Country Club & Turnberry Rd (#7)No Change Mountain Vista & Turnberry Rd (#8)Signalized Single-Lane Roundabout Mountain Vista & Timberline Rd (#9) Signalized Roundabout · NB/SB Single Lane Approach · EB/WB Two Lane Approach Mountain Vista & Giddings Rd (#10) · EB: Separate Right Turn Lane · EB: No Right Turn Lane Montava Master Development 196474000 Page 22 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Intersection 2018 Study Recommendation New Recommendation · SB: Single Left Turn Lane, Separate Right Turn Lane · SB: Dual Lefts, No Right Turn Lane Mountain Vista & Busch Drive (#11) No South Leg Addition of South Leg Mountain Vista & I-25 SB Ramp (#12) · EB: Two Through Lanes, Separate Right · SB: Single Lane · EB: One Through, Continuous Right with Accel Lane · SB: Shared Left/Through, Separate Right Mountain Vista & I-25 NB Ramp (#13) · EB: Two Through Lanes · WB: Two Through Lanes · NB: Single Left Turn Lane · EB: One Through Lane · WB: One Through Lane · NB: Dual Left Turn Lanes Vine Dr & Lemay Ave (#14)No Change Vine Dr & Timberline Rd (#15) Signalized Future Grade Separated Intersection Conifer St & Turnberry Rd (#16) · SB: Single Lane · NB: Single Lane · SB: Separate Left, Shared Through/Right · NB: Separate Left, Shared Through/Right Conifer St & Timberline Rd (#17) Not Included Signalized · SB: Separate Left, Shared Through/Right · NB: Separate Left, Shared Through/Right · EB: Single Lane · WB: Single Lane Conifer St & Giddings Rd (#18) · SB: Single Lane · NB: Single Lane · SB: Separate Right, Single Through · NB: Separate Left, Single Through Suniga Rd & Turnberry Rd (#19) · SB: Single Lane · EB: Two Throughs w Shared Left · WB: Two Throughs w Shared Right · SB: Separate Left and Right · EB: Separate Left, Single Through · WB: Shared Through/Right Suniga Rd & Timberline Rd (#20) · SB/NB/EB: Two Throughs with Shared Left and Right · SB/NB/EB: Separate Left, Shared Through/Right Internal Intersections Richards Rd Access (#1)No Change Maple Hill & Richards Access (#2) All Way Stop Control Two Way Stop Control on SB Approach Timberline Rd & Giddings Rd (#3) Two Way Stop Control on EB Approach (T-Intersection) Signalized (Four Legged) Montava Master Development 196474000 Page 23 kimley-horn.com 4852 South Ulster Street, Suite 1500, Denver, CO 80237 303 228 2300 Intersection 2018 Study Recommendation New Recommendation · SB: Single Lane Approach · NB: Single Lane Approach · SB: Separate Left, Shared Through/Right · NB: Separate Left, Shared Through/Right · WB: Single Lane Approach Country Club & Timberline Rd (#4) All Way Stop Control Single Lane Roundabout Giddings Rd South Access (#5) · SB: Single Lane Approach · NB: Single Lane Approach · SB: Separate Left, Shared Through/Right · NB: Separate Left, Shared Through/Right Mountain Vista Dr West Access (#6) · EB: Two Throughs w Shared Left · EB: Separate Left, Two Throughs Mountain Vista Dr East Access (#7) · EB: Two Throughs w Shared Left · EB: Separate Left, Two Throughs CONCLUSIONS AND RECOMMENDATIONS Based on the traffic analysis presented in this report, Kimley-Horn and Associates, Inc. believes Montava Master Development will be successfully incorporated into the existing and future roadway network. If you have any questions or require anything further, please feel free to call me at (720) 943-9962. Sincerely, KIMLEY-HORN AND ASSOCIATES, INC. Jeffrey R. Planck, P.E. Project Manager 10/21/2022 Figures 10(8)2(10)19(26)18(22)1 1(5) 2(9) 10(9)7(3)22(37)5(13)30(32)9(7)2 7(3)1(5)3 56(64) 3(1)1(3)18(23)51(67)15(21)4 82(49) 29(86) 5 141(124) 15(13) 89(163)8(18)6 50(37) 8(8) 61(76) 22(60) 17(47)5(11)48(33)45(27)19(49)64(75)7 77(38) 65(85)80(86)34(21)25(77)13(41)8 88(90) 88(119) 14(40) 95(110) 9(28)47(26)157(112)15(10)68(121)69(184)9 103(111) 117(235) 103(284) 12(6) 209(167) 8(17)277(159)445(328)15(6)121(121)190(433)50(54)10 57(23) 248(559) 102(40) 513(352) 0(1)4(1)3(1)10(41)1(3)18(74)11 255(487) 357(264) 167(130)48(93)12 48(93) 84(65) 84(65)206(391)13 300(215)157(327)14 281(234)177(324)15 138(100) 80(149) 23(72)45(23)72(38)15(47)16 21(27) 115(88) 71(125) 6(17)226(194)18(7)23(26)131(288)17 93(150)424(327)137(116)267(455)18 388(319) 234(434) 15(47)45(23)19 112(98) 296(228) 182(317) 62(127)170(134)91(91)80(126)96(199)20 5(13) 9(7) 0(1) 2(9)10(9)1(1)1 22(12) 52(138) 12(33) 17(53)127(86)36(23)2 139(92) 20(13) 9(6) 223(127) 8(21) 11(5)3(10)20(27)4(11)54(153)20(25)79(228)3 35(29) 36(32) 10(8) 5(13) 19(48) 3(10)5(13)65(35)10(5)18(44)23(65)11(8)4 129(69) 5(3) 159(64) 14(19)2(5)366(220)14(21)44(127)134(384)47(149)5 69(147) 113(149) 144(101) 62(103)85(89)79(92)6 444(460) 19(52) 396(519) 23(64)55(28)66(34)7 126(82) 9(15) 23(53) 59(41) 9(3) 6(3)29(27)345(250)2(2)71(131)173(311)11(41)1 129(88) 54(109) 13(21) 213(79) 86(62) 42(63)15(16)394(258)40(33)28(54)188(325)41(95)2 132(161) 165(177) 2(0) 19(38) 118(164)2(0)2(0)19(41)21(38)3 146(107) 4(2)3(12)496(357)98(211)264(512)4 1(1) 127(68) 2(0) 2(2) 36(123) 6(17)2(1)4(8)15(11)2(9)2(11)4(2)5 183(151) 313(266) 25(34) 80(53) 266(416) 4(11)33(38)117(51)4(6)99(185)41(102)36(49)6 39(30) 91(58) 10(9) 218(252) 69(150) 81(321)9(16)366(188)406(212)22(43)124(302)242(275)7 127(178) 15(19) 247(485) 10(10) 29(17) 14(6)370(263)334(171)2(17)45(137)63(141)10(50)8 345(310) 243(464) 14(40) 38(28) 398(330) 9(28)46(26)155(111)15(10)260(408)69(185)128(200)9 228(291) 365(652) 261(384) 25(17) 600(492) 65(182)482(239)485(398)72(76)181(226)290(653)80(94)10 57(23) 753(1198) 70(93) 102(40) 1127(789) 19(21)173(145)4(1)23(96)10(41)1(3)18(74)11 307(178) 650(1079) 1003(664) 319(309)26(25)2(2)193(225)12 429(358) 41(43) 155(187) 167(134)156(365)2(2)504(893)13 179(88) 256(189) 145(124) 97(103) 126(266) 18(21)73(111)900(647)33(45)42(158)427(717)50(107)14 153(102) 260(159) 30(22) 150(251) 87(223) 28(51)20(25)586(629)75(106)86(243)467(894)245(278)15 30(20) 243(239) 25(20) 50(30) 135(224) 43(132)20(50)294(263)132(58)15(35)55(177)10(20)16 51(42) 175(168) 5(10) 5(5) 141(260) 21(82)15(5)496(479)33(132)68(61)391(613)10(5)17 30(25) 163(265)589(547)160(157)387(745)28(10)18 638(644) 10(65) 394(634) 65(117)20(100)354(198)19 187(183) 416(393) 10(10) 45(75) 257(517) 127(177)20(5)435(379)166(191)128(226)331(544)65(125)20 5(13) 157(149) 0(1) 331(195)10(9)1(1)1 37(22) 52(138) 22(53) 17(53)127(86)36(23)2 139(92) 20(13) 9(6) 223(127) 8(21) 11(5)3(10)322(247)4(11)54(153)238(460)79(228)3 38(36) 56(52) 15(12) 5(15) 29(73) 3(12)8(23)125(55)11(7)20(45)33(95)16(13)4 129(69) 10(10) 5(3) 159(64) 10(10) 14(19)2(5)668(440)14(21)44(127)352(819)47(149)5 481(559) 113(149) 605(602) 62(103)85(89)79(92)6 975(1157) 19(52) 1029(976) 23(64)55(28)66(34)7 Trip Generation Worksheets Project Montava Development (Phase A) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 268 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =188 Average Vehicle Trip Ends (T) = 0.70 *(268.0)49 entering 139 exiting 49 + 139 = 188 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =252 Average Vehicle Trip Ends (T) = 0.94 *(268.0)159 entering 93 exiting 159 + 93 = 252 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =2528 Average Vehicle Trip Ends (T) = 9.43 *(268.0)1264 entering 1264 exiting 1264 + 1264 = 2528 196474000May 17, 2022 Project Montava Development (Phase B) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 215 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =151 Average Vehicle Trip Ends (T) = 0.70 *(215.0)39 entering 112 exiting 39 + 112 = 151 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =202 Average Vehicle Trip Ends (T) = 0.94 *(215.0)127 entering 75 exiting 127 + 75 = 202 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =2028 Average Vehicle Trip Ends (T) = 9.43 *(215.0)1014 entering 1014 exiting 1014 + 1014 = 2028 May 17, 2022 196474000 Project Montava Development - Phase B Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =60 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =23 Average Vehicle Trip Ends (T) = 0.39 *(60.0)8 entering 15 exiting 8 +15 = 23 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =17 Average Vehicle Trip Ends (T) = 0.29 *(60.0)11 entering 6 exiting 11 + 6 = 17 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =356 Average Vehicle Trip Ends (T) = 5.91 *(60.0)178 entering 178 exiting 178 + 178 = 356 196474000 Project Montava Development - Phase B Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =36 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =11 Average Vehicle Trip Ends (T) = 0.3 *(36.0)1 entering 10 exiting 1 +10 = 11 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T = 9 Average Vehicle Trip Ends (T) = 0.25 *(36.0)8 entering 1 exiting 8 + 1 = 9 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =90 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 45 entering 45 exiting 45 + 45 = 90 May 18, 2022 196474000 Project Montava Development (Phase C) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X =89 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =62 Average Vehicle Trip Ends (T) = 0.70 *(89.0)16 entering 46 exiting 16 + 46 = 62 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =84 Average Vehicle Trip Ends (T) = 0.94 *(89.0)53 entering 31 exiting 53 + 31 = 84 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =840 Average Vehicle Trip Ends (T) = 9.43 *(89.0)420 entering 420 exiting 420 + 420 = 840 May 17, 2022 196474000 Project Montava Development - Phase C Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =47 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =18 Average Vehicle Trip Ends (T) = 0.39 *(47.0)6 entering 12 exiting 6 +12 = 18 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =14 Average Vehicle Trip Ends (T) = 0.29 *(47.0)9 entering 5 exiting 9 + 5 =14 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =278 Average Vehicle Trip Ends (T) = 5.91 *(47.0)139 entering 139 exiting 139 + 139 = 278 196474000 Project Montava Development - Phase C Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =18 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T = 5 Average Vehicle Trip Ends (T) = 0.3 *(18.0)1 entering 5 exiting 1 + 5 = not ok Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T = 5 Average Vehicle Trip Ends (T) = 0.25 *(18.0)3 entering 1 exiting 3 + 1 = not ok Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =45 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 22.5 entering 23 exiting 23 + 23 = not ok May 18, 2022 196474000 Project Montava Development (Phase D) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 216 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =151 Average Vehicle Trip Ends (T) = 0.70 *(216.0)39 entering 112 exiting 39 + 112 = 151 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =203 Average Vehicle Trip Ends (T) = 0.94 *(216.0)128 entering 75 exiting 128 + 75 = 203 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =2038 Average Vehicle Trip Ends (T) = 9.43 *(216.0)1019 entering 1019 exiting 1019 + 1019 = 2038 May 17, 2022 196474000 Project Montava Development - Phase D Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X = 102 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =40 Average Vehicle Trip Ends (T) = 0.39 *(102.0)13 entering 27 exiting 13 + 27 = 40 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =30 Average Vehicle Trip Ends (T) = 0.29 *(102.0)19 entering 11 exiting 19 + 11 = 30 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =604 Average Vehicle Trip Ends (T) = 5.91 *(102.0)302 entering 302 exiting 302 + 302 = 604 196474000 Project Montava Development - Phase D Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X = 126 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =38 Average Vehicle Trip Ends (T) = 0.3 *(126.0)4 entering 34 exiting 4 +34 = 38 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =32 Average Vehicle Trip Ends (T) = 0.25 *(126.0)29 entering 3 exiting 29 + 3 = 32 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =315 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 157.5 entering 158 exiting 158 + 158 = not ok May 18, 2022 196474000 Project Montava Development (Phase E) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X =97 T =P Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =68 Average Vehicle Trip Ends (T) = 0.70 *(97.0)18 entering 50 exiting 18 + 50 = 68 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =91 Average Vehicle Trip Ends (T) = 0.94 *(97.0)57 entering 34 exiting 57 + 34 = 91 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =916 Average Vehicle Trip Ends (T) = 9.43 *(97.0)458 entering 458 exiting 458 + 458 = 916 May 17, 2022 196474000 Project Montava Development - Phase E Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =95 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =37 Average Vehicle Trip Ends (T) = 0.39 *(95.0)12 entering 25 exiting 12 + 25 = 37 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =28 Average Vehicle Trip Ends (T) = 0.29 *(95.0)17 entering 11 exiting 17 + 11 = 28 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =562 Average Vehicle Trip Ends (T) = 5.91 *(95.0)281 entering 281 exiting 281 + 281 = 562 196474000 Project Montava Development - Phase E Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X = 291 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =87 Average Vehicle Trip Ends (T) = 0.3 *(291.0)9 entering 78 exiting 9 +78 = 87 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =73 Average Vehicle Trip Ends (T) = 0.25 *(291.0)66 entering 7 exiting 66 + 7 = 73 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =728 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 363.75 entering 364 exiting 364 + 364 = 728 May 18, 2022 196474000 Project Montava Development - Phase E Subject Trip Generation for General Office Building Designed by MAG Date May 18, 2022 Job No.196474000 Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rates Land Use Code - General Office Building (710) - Dense Multi-Use Urban Independant Variable - 1000 Square Feet (X) SF = X =29.472 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (700 Series Page 710) Directional Distribution:87% ent. 13%exit. (T) = 0.84 (X)T =25 Average Vehicle Trip Ends (T) = 0.84 *(29.5)22 entering 3 exiting 22 + 3 =25 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (700 Series Page 711) Directional Distribution:16% ent. 84%exit. (T) = 0.87 (X)T =26 Average Vehicle Trip Ends (T) = 0.87 *(29.5)4 entering 22 exiting 4 +22 =26 Weekday (700 Series Page 709) Directional Distribution:50% ent. 50%exit. T =256 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 128 entering 128 exiting 128 +128 =256 29,472 Project Montava Development - Phase E Subject Trip Generation for Shopping Plaza (40-150k) - Supermarket-No Designed by MAG Date May 02, 2022 Job No.196474000 Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Shopping Plaza (40-150k) - Supermarket-No (821) Independent Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area =50,839 Square Feet X = 50.839 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (800 Series Page 213) Average Weekday Directional Distribution:62% ent. 38%exit. T = 1.73 * (X)T =88 Average Vehicle Trip Ends T = 1.73 *50.839 55 entering 33 exiting 55 + =88 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (800 Series page 214) Average Weekday Directional Distribution:49% ent. 51%exit. T = 5.19 * (X)T =264 Average Vehicle Trip Ends T = 5.19 *50.839 129 entering 135 exiting 129 +135 =264 Weekday (800 Series page 212) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 67.52 * (X)T =3432 Average Vehicle Trip Ends T = 67.52 *50.839 1716 entering 1716 exiting 1716 + 1716 = 3432 33 Project Montava Development (Phase F) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X =52 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =36 Average Vehicle Trip Ends (T) = 0.70 *(52.0)9 entering 27 exiting 9 +27 = 36 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =49 Average Vehicle Trip Ends (T) = 0.94 *(52.0)31 entering 18 exiting 31 + 18 = 49 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =492 Average Vehicle Trip Ends (T) = 9.43 *(52.0)246 entering 246 exiting 246 + 246 = 492 May 17, 2022 196474000 Project Montava Development - Phase F Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =71 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =28 Average Vehicle Trip Ends (T) = 0.39 *(71.0)9 entering 19 exiting 9 +19 = 28 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =21 Average Vehicle Trip Ends (T) = 0.29 *(71.0)13 entering 8 exiting 13 + 8 = 21 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =420 Average Vehicle Trip Ends (T) = 5.91 *(71.0)210 entering 210 exiting 210 + 210 = 420 196474000 Project Montava Development - Phase F Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X = 198 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =59 Average Vehicle Trip Ends (T) = 0.3 *(198.0)6 entering 53 exiting 6 +53 = 59 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =50 Average Vehicle Trip Ends (T) = 0.25 *(198.0)45 entering 5 exiting 45 + 5 = 50 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =495 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 247.5 entering 248 exiting 248 + 248 = not ok May 18, 2022 196474000 Project Montava Development (Phase G) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X =91 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =64 Average Vehicle Trip Ends (T) = 0.70 *(91.0)17 entering 47 exiting 17 + 47 = 64 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =86 Average Vehicle Trip Ends (T) = 0.94 *(91.0)54 entering 32 exiting 54 + 32 = 86 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =860 Average Vehicle Trip Ends (T) = 9.43 *(91.0)430 entering 430 exiting 430 + 430 = 860 May 17, 2022 196474000 Project Montava Development - Phase G Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =42 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =16 Average Vehicle Trip Ends (T) = 0.39 *(42.0)5 entering 11 exiting 5 +11 = 16 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =12 Average Vehicle Trip Ends (T) = 0.29 *(42.0)8 entering 4 exiting 8 + 4 =12 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =250 Average Vehicle Trip Ends (T) = 5.91 *(42.0)125 entering 125 exiting 125 + 125 = 250 196474000 Project Montava Development - Phase G Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X = 230 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =69 Average Vehicle Trip Ends (T) = 0.3 *(230.0)7 entering 62 exiting 7 +62 = 69 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =58 Average Vehicle Trip Ends (T) = 0.25 *(230.0)52 entering 6 exiting 52 + 6 = 58 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =575 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 287.5 entering 288 exiting 288 + 288 = not ok May 18, 2022 196474000 Project Montava Development - Phase H Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =31 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =12 Average Vehicle Trip Ends (T) = 0.39 *(31.0)4 entering 8 exiting 4 + 8 =12 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T = 9 Average Vehicle Trip Ends (T) = 0.29 *(31.0)6 entering 3 exiting 6 + 3 = 9 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =184 Average Vehicle Trip Ends (T) = 5.91 *(31.0)92 entering 92 exiting 92 + 92 = 184 196474000 Project Montava Development - Phase H Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X = 345 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =104 Average Vehicle Trip Ends (T) = 0.3 *(345.0)10 entering 94 exiting 10 + 94 = 104 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =86 Average Vehicle Trip Ends (T) = 0.25 *(345.0)77 entering 9 exiting 77 + 9 = 86 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =863 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 431.25 entering 431 exiting 431 + 431 = not ok May 18, 2022 196474000 Project Montava Development - Phase H Subject Trip Generation for General Office Building Designed by MAG Date May 18, 2022 Job No.196474000 Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rates Land Use Code - General Office Building (710) - Dense Multi-Use Urban Independant Variable - 1000 Square Feet (X) SF = X =29.320 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (700 Series Page 710) Directional Distribution:87% ent. 13%exit. (T) = 0.84 (X)T =25 Average Vehicle Trip Ends (T) = 0.84 *(29.3)22 entering 3 exiting 22 + 3 =25 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (700 Series Page 711) Directional Distribution:16% ent. 84%exit. (T) = 0.87 (X)T =26 Average Vehicle Trip Ends (T) = 0.87 *(29.3)4 entering 22 exiting 4 +22 =26 Weekday (700 Series Page 709) Directional Distribution:50% ent. 50%exit. T =255 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 128 entering 128 exiting 128 +127 =255 29,320 Project Montava Development - Phase H Subject Trip Generation for Shopping Plaza (40-150k) - Supermarket-No Designed by MAG Date May 02, 2022 Job No.196474000 Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Shopping Plaza (40-150k) - Supermarket-No (821) Independent Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area =54,975 Square Feet X = 54.975 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (800 Series Page 213) Average Weekday Directional Distribution:62% ent. 38%exit. T = 1.73 * (X)T =95 Average Vehicle Trip Ends T = 1.73 *54.975 59 entering 36 exiting 59 + =95 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (800 Series page 214) Average Weekday Directional Distribution:49% ent. 51%exit. T = 5.19 * (X)T =285 Average Vehicle Trip Ends T = 5.19 *54.975 140 entering 145 exiting 140 +145 =285 Weekday (800 Series page 212) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 67.52 * (X)T =3712 Average Vehicle Trip Ends T = 67.52 *54.975 1856 entering 1856 exiting 1856 + 1856 = 3712 36 Project Montava Development - Phase I Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =90 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =35 Average Vehicle Trip Ends (T) = 0.39 *(90.0)12 entering 23 exiting 12 + 23 = 35 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =26 Average Vehicle Trip Ends (T) = 0.29 *(90.0)16 entering 10 exiting 16 + 10 = 26 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =532 Average Vehicle Trip Ends (T) = 5.91 *(90.0)266 entering 266 exiting 266 + 266 = 532 196474000 Project Montava Development - Phase I Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X = 331 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =99 Average Vehicle Trip Ends (T) = 0.3 *(331.0)10 entering 89 exiting 10 + 89 = 99 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =83 Average Vehicle Trip Ends (T) = 0.25 *(331.0)75 entering 8 exiting 75 + 8 = 83 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =828 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 413.75 entering 414 exiting 414 + 414 = 828 May 18, 2022 196474000 Project Montava Development - Phase I Subject Trip Generation for General Office Building Designed by MAG Date May 18, 2022 Job No.196474000 Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rates Land Use Code - General Office Building (710) - Dense Multi-Use Urban Independant Variable - 1000 Square Feet (X) SF = X = 224.288 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (700 Series Page 710) Directional Distribution:87% ent. 13%exit. (T) = 0.84 (X)T =188 Average Vehicle Trip Ends (T) = 0.84 *(224.3)164 entering 24 exiting 164 + 24 =188 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (700 Series Page 711) Directional Distribution:16% ent. 84%exit. (T) = 0.87 (X)T =195 Average Vehicle Trip Ends (T) = 0.87 *(224.3)31 entering 164 exiting 31 +164 =195 Weekday (700 Series Page 709) Directional Distribution:50% ent. 50%exit. T =1951 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 976 entering 976 exiting 976 +975 =1951 224,288 Project Montava Development - Phase I Subject Trip Generation for Shopping Plaza (40-150k) - Supermarket-No Designed by MAG Date May 02, 2022 Job No.196474000 Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Shopping Plaza (40-150k) - Supermarket-No (821) Independent Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area =42,054 Square Feet X = 42.054 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (800 Series Page 213) Average Weekday Directional Distribution:62% ent. 38%exit. T = 1.73 * (X)T =73 Average Vehicle Trip Ends T = 1.73 *42.054 45 entering 28 exiting 45 + =73 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (800 Series page 214) Average Weekday Directional Distribution:49% ent. 51%exit. T = 5.19 * (X)T =218 Average Vehicle Trip Ends T = 5.19 *42.054 107 entering 111 exiting 107 +111 =218 Weekday (800 Series page 212) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 67.52 * (X)T =2840 Average Vehicle Trip Ends T = 67.52 *42.054 1420 entering 1420 exiting 1420 + 1420 = 2840 28 Project Montava Development (Phase J) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 179 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =125 Average Vehicle Trip Ends (T) = 0.70 *(179.0)33 entering 93 exiting 33 + 93 = not ok Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =168 Average Vehicle Trip Ends (T) = 0.94 *(179.0)106 entering 62 exiting 106 + 62 = 168 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =1688 Average Vehicle Trip Ends (T) = 9.43 *(179.0)844 entering 844 exiting 844 + 844 = 1688 May 17, 2022 196474000 Project Montava Development - Phase J Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =68 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =27 Average Vehicle Trip Ends (T) = 0.39 *(68.0)9 entering 18 exiting 9 +18 = 27 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =20 Average Vehicle Trip Ends (T) = 0.29 *(68.0)12 entering 8 exiting 12 + 8 = 20 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =402 Average Vehicle Trip Ends (T) = 5.91 *(68.0)201 entering 201 exiting 201 + 201 = 402 196474000 Project Montava Development - Phase J Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =54 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =16 Average Vehicle Trip Ends (T) = 0.3 *(54.0)2 entering 14 exiting 2 +14 = 16 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =14 Average Vehicle Trip Ends (T) = 0.25 *(54.0)13 entering 1 exiting 13 + 1 = 14 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =135 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 67.5 entering 68 exiting 68 + 68 = not ok May 18, 2022 196474000 Project Montava Development (Phase K) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 142 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =99 Average Vehicle Trip Ends (T) = 0.70 *(142.0)26 entering 73 exiting 26 + 73 = 99 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =133 Average Vehicle Trip Ends (T) = 0.94 *(142.0)84 entering 49 exiting 84 + 49 = 133 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =1340 Average Vehicle Trip Ends (T) = 9.43 *(142.0)670 entering 670 exiting 670 + 670 = 1340 May 17, 2022 196474000 Project Montava Development - Phase K Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =89 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =35 Average Vehicle Trip Ends (T) = 0.39 *(89.0)11 entering 24 exiting 11 + 24 = 35 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =26 Average Vehicle Trip Ends (T) = 0.29 *(89.0)16 entering 10 exiting 16 + 10 = 26 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =526 Average Vehicle Trip Ends (T) = 5.91 *(89.0)263 entering 263 exiting 263 + 263 = 526 196474000 Project Montava Development - Phase K Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =72 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =22 Average Vehicle Trip Ends (T) = 0.3 *(72.0)2 entering 20 exiting 2 +20 = 22 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T =18 Average Vehicle Trip Ends (T) = 0.25 *(72.0)16 entering 2 exiting 16 + 2 = 18 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =180 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 90 entering 90 exiting 90 + 90 = 180 May 18, 2022 196474000 Project Montava Development (Phase L) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 249 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =174 Average Vehicle Trip Ends (T) = 0.70 *(249.0)45 entering 129 exiting 45 + 129 = 174 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =234 Average Vehicle Trip Ends (T) = 0.94 *(249.0)147 entering 87 exiting 147 + 87 = 234 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =2350 Average Vehicle Trip Ends (T) = 9.43 *(249.0)1175 entering 1175 exiting 1175 + 1175 = 2350 May 17, 2022 196474000 Project Montava Development - Phase L Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =32 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =12 Average Vehicle Trip Ends (T) = 0.39 *(32.0)4 entering 8 exiting 4 + 8 =12 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T = 9 Average Vehicle Trip Ends (T) = 0.29 *(32.0)6 entering 3 exiting 6 + 3 = 9 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =190 Average Vehicle Trip Ends (T) = 5.91 *(32.0)95 entering 95 exiting 95 + 95 = 190 196474000 Project Montava Development (Phase M) Subject Trip Generation for Single-Family Detached Housing Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Detached Housing (210) Independent Variable - Dwelling Units (X) X = 126 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 220) Average Weekday Directional Distribution: 26% ent. 74%exit. (T) = 0.70(X)T =88 Average Vehicle Trip Ends (T) = 0.70 *(126.0)23 entering 65 exiting 23 + 65 = 88 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 221) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.94(X)T =118 Average Vehicle Trip Ends (T) = 0.94 *(126.0)74 entering 44 exiting 74 + 44 = 118 Weekday (200 Series Page 219) Average Weekday Directional Distribution: 50% entering, 50% exiting (T) = 9.43(X)T =1190 Average Vehicle Trip Ends (T) = 9.43 *(126.0)595 entering 595 exiting 595 + 595 = 1190 May 17, 2022 196474000 Project Montava Development - Phase M Subject Trip Generation for Single-Family Attached Housing Designed by MAG Date May 18, 2022 Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Single-Family Attached Housing (215) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =66 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 239) Average Weekday Directional Distribution: 33% ent. 67%exit. (T) = 0.39(X)T =26 Average Vehicle Trip Ends (T) = 0.39 *(66.0)8 entering 18 exiting 8 +18 = 26 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 240) Average Weekday Directional Distribution: 63% ent. 37%exit. (T) = 0.29 (X)T =19 Average Vehicle Trip Ends (T) = 0.29 *(66.0)12 entering 7 exiting 12 + 7 = 19 Weekday (200 Series Page 238) Average Weekday Directional Distribution: 50% ent. 50%exit. (T) = 5.91 (X)T =392 Average Vehicle Trip Ends (T) = 5.91 *(66.0)196 entering 196 exiting 196 + 196 = 392 196474000 Project Montava Development - Phase M Subject Trip Generation for Multifamily Housing (Low-Rise) Designed by MAG Date Job No. Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Multifamily Housing (Low-Rise) (220) - Dense Multi-Use Urban Independent Variable - Dwelling Units (X) X =36 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (200 Series Page 255) Average Weekday Directional Distribution: 10% ent. 90%exit. (T) = 0.3 (X)T =11 Average Vehicle Trip Ends (T) = 0.3 *(36.0)1 entering 10 exiting 1 +10 = 11 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (200 Series Page 256) Average Weekday Directional Distribution: 90% ent. 10%exit. (T) = 0.25(X)T = 9 Average Vehicle Trip Ends (T) = 0.25 *(36.0)8 entering 1 exiting 8 + 1 = 9 Weekday (200 Series Page 254) Average Weekday Directional Distribution: 50% entering, 50% exiting T =90 Average Vehicle Trip Ends (T) = 10 *PM Peak Hour 45 entering 45 exiting 45 + 45 = 90 May 18, 2022 196474000 Project Montava Development - Phase M Subject Trip Generation for Shopping Plaza (40-150k) - Supermarket-No Designed by MAG Date May 02, 2022 Job No.196474000 Checked by Date Sheet No.of TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rate Equations Land Use Code - Shopping Plaza (40-150k) - Supermarket-No (821) Independent Variable - 1000 Square Feet Gross Leasable Area (X) Gross Leasable Area =11,160 Square Feet X = 11.160 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (800 Series Page 213) Average Weekday Directional Distribution:62% ent. 38%exit. T = 1.73 * (X)T =19 Average Vehicle Trip Ends T = 1.73 *11.16 12 entering 7 exiting 12 + =19 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (800 Series page 214) Average Weekday Directional Distribution:49% ent. 51%exit. T = 5.19 * (X)T =58 Average Vehicle Trip Ends T = 5.19 *11.16 28 entering 30 exiting 28 +30 =58 Weekday (800 Series page 212) Average Weekday Directional Distribution: 50% entering, 50% exiting T = 67.52 * (X)T =754 Average Vehicle Trip Ends T = 67.52 *11.16 377 entering 377 exiting 377 + 377 = 754 7 Project Montava Development (Phase N) Subject Trip Generation for Industrial Park Designed by MAG Date May 10, 2022 Job No.196474000 Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rates Land Use Code - Industrial Park (130) Independant Variable - 1000 Square Feet (X) SF = X = 210.000 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (100 Series Page 49) Directional Distribution:81% ent. 19%exit. (T) = 0.34 (X)T =71 Average Vehicle Trip Ends (T) = 0.34 *(210.0)58 entering 13 exiting 58 + 13 =71 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (100 Series Page 50) Directional Distribution:39% ent. 61%exit. (T) = 0.34 (X)T =71 Average Vehicle Trip Ends (T) = 0.34 *(210.0)28 entering 43 exiting 28 + 43 =71 Weekday (100 Series Page 48) Average Weekday Directional Distribution:50% ent. 50%exit. (T) = 3.37 (X)T =708 Average Vehicle Trip Ends (T) = 3.37 *(210.0)354 entering 354 exiting 354 +354 =708 210,000 Project Montava Development (Phase O) Subject Trip Generation for Industrial Park Designed by MAG Date May 10, 2022 Job No.196474000 Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 11th Edition, Average Rates Land Use Code - Industrial Park (130) Independant Variable - 1000 Square Feet (X) SF = X = 650.000 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (100 Series Page 49) Directional Distribution:81% ent. 19%exit. (T) = 0.34 (X)T =221 Average Vehicle Trip Ends (T) = 0.34 *(650.0)179 entering 42 exiting 179 + 42 =221 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (100 Series Page 50) Directional Distribution:39% ent. 61%exit. (T) = 0.34 (X)T =221 Average Vehicle Trip Ends (T) = 0.34 *(650.0)86 entering 135 exiting 86 +135 =221 Weekday (100 Series Page 48) Average Weekday Directional Distribution:50% ent. 50%exit. (T) = 3.37 (X)T =2192 Average Vehicle Trip Ends (T) = 3.37 *(650.0)1096 entering 1096 exiting 1096 +1096 =2192 650,000 Project Name:Organization: Project Location:Performed By: Scenario Description:Date: Analysis Year:Checked By: Analysis Period:Date: ITE LUCs1 Quantity Units Total Entering Exiting Office 1,143 1,000 Sq Ft 531 446 85 Retail 159 1,000 Sq Ft 275 171 104 Restaurant - 1,000 Sq Ft 0 0 0 Cinema/Entertainment -Screen(s)0 0 0 Residential 4,254 Dwelling Unit(s)2,032 468 1,564 Hotel -Room(s)0 0 0 All Other Land Uses2 -0 0 0 0 2,838 1,085 1,753 Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized Office 1.00 0%0%1.00 0%0% Retail 1.00 0%0%1.00 0%0% Restaurant 1.00 0%0%1.00 0%0% Cinema/Entertainment 1.00 0%0%1.00 0%0% Residential 1.00 0%0%1.00 0%0% Hotel 1.00 0%0%1.00 0%0% All Other Land Uses2 1.00 0%0%1.00 0%0% Office Retail Restaurant Residential Hotel Office Retail Restaurant Cinema/Entertainment Residential Hotel Office Retail Restaurant Residential Hotel Office 24 0 0 0 Retail 18 0 9 0 Restaurant 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 13 16 0 0 Hotel 0 0 0 0 Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 2,838 1,085 1,753 Office 7%28% Internal Capture Percentage 6%7%5%Retail 23%26% Restaurant N/A N/A External Vehicle-Trips5 2,678 1,005 1,673 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 Residential 2%2% External Non-Motorized Trips6 0 0 0 Hotel N/A N/A Table 3-A: Average Land Use Interchange Distances (Feet Walking Distance) NCHRP 684 Internal Trip Capture Estimation Tool Montava Full Development Kimley-Horn and Associates, Inc. 0 Origin (From)Destination (To) Cinema/Entertainment AM Street Peak Hour Table 1-A: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Land Use Development Data (For Information Only )Estimated Vehicle-Trips3 Table 2-A: Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips Table 4-A: Internal Person-Trip Origin-Destination Matrix* Origin (From)Destination (To) Cinema/Entertainment Table 5-A: Computations Summary Table 6-A: Internal Trip Capture Percentages by Land Use 0 0 0 0 6Person-Trips *Indicates computation that has been rounded to the nearest whole number. Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 4Enter vehicle occupancy assumed in Table 1-A vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be made to Tables 5-A, 9-A (O and D). Enter transit, non-motorized percentages that will result with proposed mixed-use project complete. 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A. 3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). Project Name: Analysis Period: Veh. Occ. Vehicle-Trips Person-Trips*Veh. Occ.Vehicle-Trips Person-Trips* Office 1.00 446 446 1.00 85 85 Retail 1.00 171 171 1.00 104 104 Restaurant 1.00 0 0 1.00 0 0 Cinema/Entertainment 1.00 0 0 1.00 0 0 Residential 1.00 468 468 1.00 1564 1564 Hotel 1.00 0 0 1.00 0 0 Office Retail Restaurant Residential Hotel Office 24 54 1 0 Retail 30 14 15 0 Restaurant 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 31 16 313 0 Hotel 0 0 0 0 Office Retail Restaurant Residential Hotel Office 55 0 0 0 Retail 18 0 9 0 Restaurant 62 14 23 0 Cinema/Entertainment 0 0 0 0 0 Residential 13 29 0 0 Hotel 13 7 0 0 Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 31 415 446 415 0 0 Retail 40 131 171 131 0 0 Restaurant 0 0 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 9 459 468 459 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses3 0 0 0 0 0 0 Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 24 61 85 61 0 0 Retail 27 77 104 77 0 0 Restaurant 0 0 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 29 1535 1564 1535 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses3 0 0 0 0 0 0 Montava Full Development Int 0 Table 7-A: Conversion of Vehicle-Trip Ends to Person-Trip Ends Land Use Table 7-A (D): Entering Trips Table 7-A (O): Exiting Trips Table 8-A (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin) Origin (From)Destination (To) Cinema/Entertainment 0 0 0 0 0 Table 8-A (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination) Origin (From)Destination (To) Cinema/Entertainment 0 0 0 0 1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-A 2Person-Trips 3Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator *Indicates computation that has been rounded to the nearest whole number. Table 9-A (D): Internal and External Trips Summary (Entering Trips) Destination Land Use Person-Trip Estimates External Trips by Mode* Table 9-A (O): Internal and External Trips Summary (Exiting Trips) Origin Land Use Person-Trip Estimates External Trips by Mode* Project Name:Organization: Project Location:Performed By: Scenario Description:Date: Analysis Year:Checked By: Analysis Period:Date: ITE LUCs1 Quantity Units Total Entering Exiting Office 1,143 1,000 Sq Ft 539 153 386 Retail 159 1,000 Sq Ft 825 404 421 Restaurant - 1,000 Sq Ft 0 0 0 Cinema/Entertainment -Screen(s)0 0 0 Residential 4,254 Dwelling Unit(s)2,287 1,557 730 Hotel -Room(s)0 0 0 All Other Land Uses2 -0 0 0 0 3,651 2,114 1,537 Veh. Occ.4 % Transit % Non-Motorized Veh. Occ.4 % Transit % Non-Motorized Office 1.00 0%0%1.00 0%0% Retail 1.00 0%0%1.00 0%0% Restaurant 1.00 0%0%1.00 0%0% Cinema/Entertainment 1.00 0%0%1.00 0%0% Residential 1.00 0%0%1.00 0%0% Hotel 1.00 0%0%1.00 0%0% All Other Land Uses2 1.00 0%0%1.00 0%0% Office Retail Restaurant Residential Hotel Office Retail Restaurant Cinema/Entertainment Residential Hotel Office Retail Restaurant Residential Hotel Office 32 0 8 0 Retail 8 0 109 0 Restaurant 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 29 40 0 0 Hotel 0 0 0 0 Total Entering Exiting Land Use Entering Trips Exiting Trips All Person-Trips 3,651 2,114 1,537 Office 24%10% Internal Capture Percentage 12% 11%15% Retail 18%28% Restaurant N/A N/A External Vehicle-Trips5 3,199 1,888 1,311 Cinema/Entertainment N/A N/A External Transit-Trips6 0 0 0 Residential 8%9% External Non-Motorized Trips6 0 0 0 Hotel N/A N/A Table 3-P: Average Land Use Interchange Distances (Feet Walking Distance) NCHRP 684 Internal Trip Capture Estimation Tool Montava Full Development Kimley-Horn and Associates, Inc. 0 Origin (From)Destination (To) Cinema/Entertainment PM Street Peak Hour Table 1-P: Base Vehicle-Trip Generation Estimates (Single-Use Site Estimate) Land Use Development Data (For Information Only )Estimated Vehicle-Trips3 Table 2-P: Mode Split and Vehicle Occupancy Estimates Land Use Entering Trips Exiting Trips Table 4-P: Internal Person-Trip Origin-Destination Matrix* Origin (From)Destination (To) Cinema/Entertainment Table 5-P: Computations Summary Table 6-P: Internal Trip Capture Percentages by Land Use 0 0 0 0 6Person-Trips *Indicates computation that has been rounded to the nearest whole number. Estimation Tool Developed by the Texas A&M Transportation Institute - Version 2013.1 1Land Use Codes (LUCs) from Trip Generation Manual , published by the Institute of Transportation Engineers. 2Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator. 4Enter vehicle occupancy assumed in Table 1-P vehicle trips. If vehicle occupancy changes for proposed mixed-use project, manual adjustments must be 5Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P. 3Enter trips assuming no transit or non-motorized trips (as assumed in ITE Trip Generation Manual ). Project Name: Analysis Period: Veh. Occ.Vehicle-Trips Person-Trips*Veh. Occ.Vehicle-Trips Person-Trips* Office 1.00 153 153 1.00 386 386 Retail 1.00 404 404 1.00 421 421 Restaurant 1.00 0 0 1.00 0 0 Cinema/Entertainment 1.00 0 0 1.00 0 0 Residential 1.00 1557 1557 1.00 730 730 Hotel 1.00 0 0 1.00 0 0 Office Retail Restaurant Residential Hotel Office 77 15 8 0 Retail 8 122 109 21 Restaurant 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 Residential 29 307 153 22 Hotel 0 0 0 0 Office Retail Restaurant Residential Hotel Office 32 0 62 0 Retail 47 0 716 0 Restaurant 46 202 249 0 Cinema/Entertainment 9 16 0 62 0 Residential 87 40 0 0 Hotel 0 8 0 0 Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 37 116 153 116 0 0 Retail 72 332 404 332 0 0 Restaurant 0 0 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 117 1440 1557 1440 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses3 0 0 0 0 0 0 Internal External Total Vehicles1 Transit2 Non-Motorized2 Office 40 346 386 346 0 0 Retail 117 304 421 304 0 0 Restaurant 0 0 0 0 0 0 Cinema/Entertainment 0 0 0 0 0 0 Residential 69 661 730 661 0 0 Hotel 0 0 0 0 0 0 All Other Land Uses3 0 0 0 0 0 0 Table 8-P (O): Internal Person-Trip Origin-Destination Matrix (Computed at Origin) Montava Full Development Int Table 7-P: Conversion of Vehicle-Trip Ends to Person-Trip Ends Land Use Table 7-P (D): Entering Trips Table 7-P (O): Exiting Trips Origin (From)Destination (To) Cinema/Entertainment Origin (From)Destination (To) Cinema/Entertainment 0 17 0 0 0 Table 8-P (D): Internal Person-Trip Origin-Destination Matrix (Computed at Destination) Table 9-P (O): Internal and External Trips Summary (Exiting Trips) 0 0 0 0 0 Table 9-P (D): Internal and External Trips Summary (Entering Trips) Destination Land Use Person-Trip Estimates External Trips by Mode* *Indicates computation that has been rounded to the nearest whole number. Origin Land Use Person-Trip Estimates External Trips by Mode* 1Vehicle-trips computed using the mode split and vehicle occupancy values provided in Table 2-P 2Person-Trips 3Total estimate for all other land uses at mixed-use development site is not subject to internal trip capture computations in this estimator External Intersection LOS Worksheets HCM 6th TWSC 2045 Total AM - External 1: Turnberry Road & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 6 9 59 126 9 23 11 173 71 29 345 2 Future Vol, veh/h 6 9 59 126 9 23 11 173 71 29 345 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - 150 - - 150 - 250 150 - - Veh in Median Storage, # - 1 - - 1 - - 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 7 10 64 137 10 25 12 188 77 32 375 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 708 729 376 689 653 188 377 0 0 265 0 0 Stage 1 440 440 - 212 212 - - - - - - - Stage 2 268 289 - 477 441 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 350 350 670 360 387 854 1181 - - 1299 - - Stage 1 596 578 - 790 727 - - - - - - - Stage 2 738 673 - 569 577 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 325 338 670 311 373 854 1181 - - 1299 - - Mov Cap-2 Maneuver 433 425 - 398 448 - - - - - - - Stage 1 590 564 - 782 720 - - - - - - - Stage 2 699 666 - 493 563 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 11.9 17.1 0.3 0.6 HCM LOS B C Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1181 - - 601 398 681 1299 - - HCM Lane V/C Ratio 0.01 - - 0.134 0.344 0.051 0.024 - - HCM Control Delay (s)8.1 -- 11.9 18.7 10.6 7.8 - - HCM Lane LOS A - - B C B A - - HCM 95th %tile Q(veh) 0 -- 0.5 1.5 0.2 0.1 - - HCM 6th TWSC 2045 Total PM - External 1: Turnberry Road & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 3 3 41 82 15 53 41 311 131 27 250 2 Future Vol, veh/h 3 3 41 82 15 53 41 311 131 27 250 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - 150 - - 150 - 250 150 - - Veh in Median Storage, # - 1 - - 1 - - 0 - - 0 - Grade, %- 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 3 3 45 89 16 58 45 338 142 29 272 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 867 901 273 783 760 338 274 0 0 480 0 0 Stage 1 331 331 - 428 428 - - - - - - - Stage 2 536 570 - 355 332 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 273 278 766 311 336 704 1289 - - 1082 - - Stage 1 682 645 - 605 585 - - - - - - - Stage 2 529 505 - 662 644 - - - - - - - Platoon blocked, %- - - - Mov Cap-1 Maneuver 232 261 766 277 316 704 1289 - - 1082 - - Mov Cap-2 Maneuver 333 355 - 387 406 - - - - - - - Stage 1 658 628 - 584 565 - - - - - - - Stage 2 455 487 - 604 627 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 10.9 14.7 0.7 0.8 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBREBLn1WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1289 - - 662 387 606 1082 - - HCM Lane V/C Ratio 0.035 - - 0.077 0.23 0.122 0.027 - - HCM Control Delay (s)7.9 -- 10.9 17.1 11.8 8.4 - - HCM Lane LOS A - - B C B A - - HCM 95th %tile Q(veh)0.1 - - 0.2 0.9 0.4 0.1 - - HCM 6th Roundabout 2045 Total AM - External 2: Giddings Road & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 8.5 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 371 213 279 487 Demand Flow Rate, veh/h 379 217 285 497 Vehicles Circulating, veh/h 596 301 158 249 Vehicles Exiting, veh/h 150 142 817 269 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 12.3 5.7 5.3 8.7 Approach LOS B 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 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 379 217 285 497 Cap Entry Lane, veh/h 751 1015 1174 1070 Entry HV Adj Factor 0.979 0.981 0.979 0.981 Flow Entry, veh/h 371 213 279 487 Cap Entry, veh/h 736 996 1149 1050 V/C Ratio 0.504 0.214 0.243 0.464 Control Delay, s/veh 12.3 5.7 5.3 8.7 LOS B A A A 95th %tile Queue, veh 3 1 1 3 HCM 6th Roundabout 2045 Total PM - External 2: Giddings Road & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.5 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 221 237 515 333 Demand Flow Rate, veh/h 225 241 525 340 Vehicles Circulating, veh/h 401 534 154 323 Vehicles Exiting, veh/h 262 145 472 452 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 6.5 8.0 7.8 7.3 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 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 225 241 525 340 Cap Entry Lane, veh/h 917 800 1179 993 Entry HV Adj Factor 0.981 0.982 0.981 0.981 Flow Entry, veh/h 221 237 515 333 Cap Entry, veh/h 899 786 1157 973 V/C Ratio 0.245 0.301 0.445 0.343 Control Delay, s/veh 6.5 8.0 7.8 7.3 LOS A A A A 95th %tile Queue, veh 1 1 2 2 HCM 6th TWSC 2045 Total AM - External 3: Busch Drive & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 118 19 132 165 2 21 0 19 2 2 0 Future Vol, veh/h 0 118 19 132 165 2 21 0 19 2 2 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 - 100 100 - - 150 - - - - - Veh in Median Storage, # - 0 - - 0 - - 1 - - 1 - 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 0 128 21 143 179 2 23 0 21 2 2 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 181 0 0 149 0 0 595 595 128 615 615 180 Stage 1 - - - - -- 128 128 - 466 466 - Stage 2 - - - - -- 467 467 - 149 149 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - -- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - -- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1394 - - 1432 - - 416 417 922 403 407 863 Stage 1 - - - - -- 876 790 - 577 562 - Stage 2 - - - - -- 576 562 - 854 774 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 1394 -- 1432 - - 383 375 922 364 366 863 Mov Cap-2 Maneuver - - - - -- 445 433 - 450 418 - Stage 1 - - - - -- 876 790 - 577 506 - Stage 2 - - - - -- 516 506 - 835 774 - Approach EB WB NB SB HCM Control Delay, s 0 3.4 11.4 13.4 HCM LOS B B Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)445 922 1394 - - 1432 - - 433 HCM Lane V/C Ratio 0.051 0.022 - -- 0.1 -- 0.01 HCM Control Delay (s) 13.5 9 0 -- 7.8 -- 13.4 HCM Lane LOS B A A - - A - - B HCM 95th %tile Q(veh)0.2 0.1 0 - - 0.3 - - 0 HCM 6th TWSC 2045 Total PM - External 3: Busch Drive & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 3.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 164 38 161 177 0 38 0 41 0 0 0 Future Vol, veh/h 0 164 38 161 177 0 38 0 41 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 - 100 100 - - 150 - - - - - Veh in Median Storage, # - 0 - - 0 - - 1 - - 1 - 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 41 175 192 0 41 0 45 0 0 0 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 192 0 0 219 0 0 720 720 178 763 761 192 Stage 1 - - - - -- 178 178 - 542 542 - Stage 2 - - - - -- 542 542 - 221 219 - Critical Hdwy 4.12 - - 4.12 - - 7.12 6.52 6.22 7.12 6.52 6.22 Critical Hdwy Stg 1 - - - - -- 6.12 5.52 - 6.12 5.52 - Critical Hdwy Stg 2 - - - - -- 6.12 5.52 - 6.12 5.52 - Follow-up Hdwy 2.218 - - 2.218 - - 3.518 4.018 3.318 3.518 4.018 3.318 Pot Cap-1 Maneuver 1381 - - 1350 - - 343 354 865 321 335 850 Stage 1 - - - - -- 824 752 - 525 520 - Stage 2 - - - - -- 525 520 - 781 722 - Platoon blocked, %- - - - Mov Cap-1 Maneuver 1381 -- 1350 - - 309 308 865 274 291 850 Mov Cap-2 Maneuver - - - - -- 387 380 - 373 356 - Stage 1 - - - - -- 824 752 - 525 452 - Stage 2 - - - - -- 457 452 - 741 722 - Approach EB WB NB SB HCM Control Delay, s 0 3.8 12.3 0 HCM LOS B A Minor Lane/Major Mvmt NBLn1NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h)387 865 1381 - - 1350 - - - HCM Lane V/C Ratio 0.107 0.052 - - - 0.13 - - - HCM Control Delay (s) 15.4 9.4 0 -- 8.1 - - 0 HCM Lane LOS C A A - - A - - A HCM 95th %tile Q(veh)0.4 0.2 0 - - 0.4 - - - HCM 6th TWSC 2045 Total AM - External 4: Turnberry Road & Maple Hill Drive 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.2 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 146 4 264 98 3 496 Future Vol, veh/h 146 4 264 98 3 496 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 - - 250 150 - Veh in Median Storage, # 2 - 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 159 4 287 107 3 539 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 832 287 0 0 394 0 Stage 1 287 - - - - - Stage 2 545 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver *340 *865 - - 1177 - Stage 1 *816 - - - - - Stage 2 *581 - - - - - Platoon blocked, % 1 1 - - 1 - Mov Cap-1 Maneuver *339 *865 - - 1177 - Mov Cap-2 Maneuver *517 - - - - - Stage 1 *816 - - - - - Stage 2 *579 - - - - - Approach WB NB SB HCM Control Delay, s 15 0 0 HCM LOS C Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 523 1177 - HCM Lane V/C Ratio -- 0.312 0.003 - HCM Control Delay (s) - - 15 8.1 - HCM Lane LOS - - C A - HCM 95th %tile Q(veh) -- 1.3 0 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2045 Total PM - External 4: Turnberry Road & Maple Hill Drive 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 107 2 512 211 12 357 Future Vol, veh/h 107 2 512 211 12 357 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 - - 250 150 - Veh in Median Storage, # 2 - 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 116 2 557 229 13 388 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 971 557 0 0 786 0 Stage 1 557 - - - - - Stage 2 414 - - - - - 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 *271 *657 - - 750 - Stage 1 *619 - - - - - Stage 2 *667 - - - - - Platoon blocked, % 1 1 - - 1 - Mov Cap-1 Maneuver *266 *657 - - 750 - Mov Cap-2 Maneuver *487 - - - - - Stage 1 *619 - - - - - Stage 2 *656 - - - - - Approach WB NB SB HCM Control Delay, s 14.7 0 0.3 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 489 750 - HCM Lane V/C Ratio -- 0.242 0.017 - HCM Control Delay (s) - - 14.7 9.9 - HCM Lane LOS - - B A - HCM 95th %tile Q(veh) -- 0.9 0.1 - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th AWSC 2045 Total AM - External 5: Maple Hill Drive & Harbor Drive 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.6 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 6 36 2 1 127 2 4 2 2 2 4 15 Future Vol, veh/h 6 36 2 1 127 2 4 2 2 2 4 15 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 7 39 2 1 138 2 4 2 2 2 4 16 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 7.4 7.8 7.4 7 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %50% 14% 1% 10% Vol Thru, %25% 82% 98% 19% Vol Right, %25% 5% 2% 71% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 8 44 130 21 LT Vol 4 6 1 2 Through Vol 2 36 127 4 RT Vol 2 2 2 15 Lane Flow Rate 9 48 141 23 Geometry Grp 1 1 1 1 Degree of Util (X)0.01 0.054 0.158 0.024 Departure Headway (Hd)4.23 4.095 4.017 3.858 Convergence, Y/N Yes Yes Yes Yes Cap 834 871 893 914 Service Time 2.316 2.134 2.039 1.942 HCM Lane V/C Ratio 0.011 0.055 0.158 0.025 HCM Control Delay 7.4 7.4 7.8 7 HCM Lane LOS A A A A HCM 95th-tile Q 0 0.2 0.6 0.1 HCM 6th AWSC 2045 Total PM - External 5: Maple Hill Drive & Harbor Drive 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.8 Intersection LOS A Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 17 123 2 1 68 0 2 11 9 1 8 11 Future Vol, veh/h 17 123 2 1 68 0 2 11 9 1 8 11 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 18 134 2 1 74 0 2 12 10 1 9 12 Number of Lanes 0 1 0 0 1 0 0 1 0 0 1 0 Approach EB WB NB SB Opposing Approach WB EB SB NB Opposing Lanes 1 1 1 1 Conflicting Approach Left SB NB EB WB Conflicting Lanes Left 1 1 1 1 Conflicting Approach Right NB SB WB EB Conflicting Lanes Right 1 1 1 1 HCM Control Delay 8 7.6 7.4 7.2 HCM LOS A A A A Lane NBLn1 EBLn1 WBLn1 SBLn1 Vol Left, %9% 12% 1% 5% Vol Thru, %50% 87% 99% 40% Vol Right, %41% 1% 0% 55% Sign Control Stop Stop Stop Stop Traffic Vol by Lane 22 142 69 20 LT Vol 2 17 1 1 Through Vol 11 123 68 8 RT Vol 9 2 0 11 Lane Flow Rate 24 154 75 22 Geometry Grp 1 1 1 1 Degree of Util (X)0.028 0.175 0.086 0.025 Departure Headway (Hd)4.23 4.085 4.132 4.14 Convergence, Y/N Yes Yes Yes Yes Cap 851 875 860 870 Service Time 2.231 2.127 2.19 2.141 HCM Lane V/C Ratio 0.028 0.176 0.087 0.025 HCM Control Delay 7.4 8 7.6 7.2 HCM Lane LOS A A A A HCM 95th-tile Q 0.1 0.6 0.3 0.1 HCM 6th Roundabout 2045 Total AM - External 6: Lemay Avenue & Country Club Road 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 7.6 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 380 566 192 167 Demand Flow Rate, veh/h 388 578 196 171 Vehicles Circulating, veh/h 370 90 336 590 Vehicles Exiting, veh/h 391 442 422 78 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 8.6 7.7 5.7 7.4 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 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 388 578 196 171 Cap Entry Lane, veh/h 946 1259 980 756 Entry HV Adj Factor 0.980 0.980 0.980 0.979 Flow Entry, veh/h 380 566 192 167 Cap Entry, veh/h 927 1233 960 740 V/C Ratio 0.410 0.459 0.200 0.226 Control Delay, s/veh 8.6 7.7 5.7 7.4 LOS A A A A 95th %tile Queue, veh 2 2 1 1 HCM 6th Roundabout 2045 Total PM - External 6: Lemay Avenue & Country Club Road 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 8.9 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 522 490 365 103 Demand Flow Rate, veh/h 532 500 372 105 Vehicles Circulating, veh/h 265 179 515 516 Vehicles Exiting, veh/h 356 708 282 163 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 7.8 10.5 5.8 Approach LOS A A 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 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 532 500 372 105 Cap Entry Lane, veh/h 1053 1150 816 815 Entry HV Adj Factor 0.981 0.980 0.981 0.980 Flow Entry, veh/h 522 490 365 103 Cap Entry, veh/h 1033 1127 800 799 V/C Ratio 0.505 0.435 0.456 0.129 Control Delay, s/veh 9.5 7.8 10.5 5.8 LOS A A B A 95th %tile Queue, veh 3 2 2 0 Timings 2045 Total AM - External 7: Turnberry Road & Country Club Road 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph)81 69 218 39 91 242 124 9 366 406 Future Volume (vph) 81 69 218 39 91 242 124 9 366 406 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 6 Detector Phase 4 4 4 8 8 2 2 6 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)42.0 42.0 42.0 42.0 42.0 48.0 48.0 48.0 48.0 48.0 Total Split (%)46.7% 46.7% 46.7% 46.7% 46.7% 53.3% 53.3% 53.3% 53.3% 53.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max C-Max Act Effct Green (s)15.9 15.9 15.9 65.1 65.1 65.1 65.1 65.1 Actuated g/C Ratio 0.18 0.18 0.18 0.72 0.72 0.72 0.72 0.72 v/c Ratio 0.73 0.50 0.56 0.39 0.12 0.01 0.30 0.35 Control Delay 53.1 7.9 39.4 7.8 4.5 5.1 5.8 1.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 53.1 7.9 39.4 7.8 4.5 5.1 5.8 1.4 LOS D A D A A A A A Approach Delay 26.3 39.4 6.6 3.5 Approach LOS C D A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.73 Intersection Signal Delay: 12.2 Intersection LOS: B Intersection Capacity Utilization 58.7%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2045 Total AM - External 7: Turnberry Road & Country Club Road 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 81 69 218 39 91 10 242 124 22 9 366 406 Future Volume (veh/h) 81 69 218 39 91 10 242 124 22 9 366 406 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 88 75 237 42 99 11 263 135 24 10 398 441 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 167 125 307 77 155 14 491 1092 194 912 1321 1119 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.71 0.71 0.71 0.71 0.71 0.71 Sat Flow, veh/h 546 647 1585 134 800 73 655 1546 275 1227 1870 1585 Grp Volume(v), veh/h 163 0 237 152 0 0 263 0 159 10 398 441 Grp Sat Flow(s),veh/h/ln 1193 0 1585 1007 0 0 655 0 1821 1227 1870 1585 Q Serve(g_s), s 0.0 0.0 12.8 2.7 0.0 0.0 22.5 0.0 2.5 0.2 7.1 10.2 Cycle Q Clear(g_c), s 11.9 0.0 12.8 14.6 0.0 0.0 29.7 0.0 2.5 2.8 7.1 10.2 Prop In Lane 0.54 1.00 0.28 0.07 1.00 0.15 1.00 1.00 Lane Grp Cap(c), veh/h 293 0 307 246 0 0 491 0 1286 912 1321 1119 V/C Ratio(X)0.56 0.00 0.77 0.62 0.00 0.00 0.54 0.00 0.12 0.01 0.30 0.39 Avail Cap(c_a), veh/h 627 0 660 588 0 0 491 0 1286 912 1321 1119 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 33.6 0.0 34.4 33.7 0.0 0.0 10.5 0.0 4.3 4.7 4.9 5.4 Incr Delay (d2), s/veh 1.7 0.0 4.1 2.5 0.0 0.0 4.2 0.0 0.2 0.0 0.6 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.4 0.0 5.2 3.4 0.0 0.0 3.4 0.0 0.8 0.1 2.5 3.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.2 0.0 38.5 36.2 0.0 0.0 14.6 0.0 4.5 4.7 5.5 6.4 LnGrp LOS D A D D A A B A A A A A Approach Vol, veh/h 400 152 422 849 Approach Delay, s/veh 37.2 36.2 10.8 6.0 Approach LOS D D B A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 68.1 21.9 68.1 21.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 43.5 37.5 43.5 37.5 Max Q Clear Time (g_c+I1), s 31.7 14.8 12.2 16.6 Green Ext Time (p_c), s 2.5 1.8 4.6 0.8 Intersection Summary HCM 6th Ctrl Delay 16.5 HCM 6th LOS B Timings 2045 Total PM - External 7: Turnberry Road & Country Club Road 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph) 321 150 252 30 58 275 302 16 188 212 Future Volume (vph) 321 150 252 30 58 275 302 16 188 212 Turn Type Perm NA Perm Perm NA Perm NA Perm NA Perm Protected Phases 4 8 2 6 Permitted Phases 4 4 8 2 6 6 Detector Phase 4 4 4 8 8 2 2 6 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)55.0 55.0 55.0 55.0 55.0 35.0 35.0 35.0 35.0 35.0 Total Split (%)61.1% 61.1% 61.1% 61.1% 61.1% 38.9% 38.9% 38.9% 38.9% 38.9% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None None C-Max C-Max C-Max C-Max C-Max Act Effct Green (s)42.1 42.1 42.1 38.9 38.9 38.9 38.9 38.9 Actuated g/C Ratio 0.47 0.47 0.47 0.43 0.43 0.43 0.43 0.43 v/c Ratio 0.79 0.33 0.15 0.62 0.47 0.05 0.25 0.28 Control Delay 28.6 6.7 11.1 30.2 22.4 19.6 19.7 4.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.6 6.7 11.1 30.2 22.4 19.6 19.7 4.0 LOS C A B C C B B A Approach Delay 21.0 11.1 25.9 11.7 Approach LOS C B C B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 20.0 Intersection LOS: C Intersection Capacity Utilization 68.7%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 7: Turnberry Road & Country Club Road HCM 6th Signalized Intersection Summary 2045 Total PM - External 7: Turnberry Road & Country Club Road 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 321 150 252 30 58 9 275 302 43 16 188 212 Future Volume (veh/h) 321 150 252 30 58 9 275 302 43 16 188 212 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 349 163 274 33 63 10 299 328 47 17 204 230 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 354 134 889 52 82 9 326 542 78 250 634 537 Arrive On Green 0.56 0.56 0.56 0.56 0.56 0.56 0.34 0.34 0.34 0.34 0.34 0.34 Sat Flow, veh/h 511 239 1585 0 146 15 954 1600 229 1008 1870 1585 Grp Volume(v), veh/h 512 0 274 106 0 0 299 0 375 17 204 230 Grp Sat Flow(s),veh/h/ln 749 0 1585 161 0 0 954 0 1829 1008 1870 1585 Q Serve(g_s), s 0.0 0.0 8.3 0.0 0.0 0.0 23.2 0.0 15.3 1.3 7.3 10.1 Cycle Q Clear(g_c), s 50.5 0.0 8.3 50.5 0.0 0.0 30.5 0.0 15.3 16.6 7.3 10.1 Prop In Lane 0.68 1.00 0.31 0.09 1.00 0.13 1.00 1.00 Lane Grp Cap(c), veh/h 488 0 889 143 0 0 326 0 620 250 634 537 V/C Ratio(X)1.05 0.00 0.31 0.74 0.00 0.00 0.92 0.00 0.60 0.07 0.32 0.43 Avail Cap(c_a), veh/h 488 0 889 143 0 0 326 0 620 250 634 537 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 23.2 0.0 10.5 21.7 0.0 0.0 35.4 0.0 24.7 31.7 22.1 23.0 Incr Delay (d2), s/veh 54.4 0.0 0.2 18.6 0.0 0.0 32.5 0.0 4.3 0.5 1.3 2.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 18.1 0.0 2.7 1.8 0.0 0.0 9.5 0.0 7.2 0.3 3.4 4.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 77.7 0.0 10.7 40.3 0.0 0.0 67.9 0.0 29.1 32.2 23.4 25.5 LnGrp LOS F A B D A A E A C C C C Approach Vol, veh/h 786 106 674 451 Approach Delay, s/veh 54.3 40.3 46.3 24.8 Approach LOS D D D C Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 35.0 55.0 35.0 55.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 30.5 50.5 30.5 50.5 Max Q Clear Time (g_c+I1), s 32.5 52.5 18.6 52.5 Green Ext Time (p_c), s 0.0 0.0 1.6 0.0 Intersection Summary HCM 6th Ctrl Delay 44.3 HCM 6th LOS D HCM 6th Roundabout 2045 Total AM - External 8: Turnberry Road & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 9.9 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 58 422 128 767 Demand Flow Rate, veh/h 59 430 130 782 Vehicles Circulating, veh/h 921 95 458 168 Vehicles Exiting, veh/h 29 493 522 357 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 8.1 6.2 5.7 12.7 Approach LOS A A A 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 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 59 430 130 782 Cap Entry Lane, veh/h 539 1252 865 1163 Entry HV Adj Factor 0.989 0.981 0.982 0.980 Flow Entry, veh/h 58 422 128 767 Cap Entry, veh/h 533 1228 849 1140 V/C Ratio 0.109 0.343 0.150 0.673 Control Delay, s/veh 8.1 6.2 5.7 12.7 LOS A A A B 95th %tile Queue, veh 0 2 1 6 HCM 6th Roundabout 2045 Total PM - External 8: Turnberry Road & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 10.8 Intersection LOS B Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 36 741 356 490 Demand Flow Rate, veh/h 36 756 363 500 Vehicles Circulating, veh/h 679 218 317 273 Vehicles Exiting, veh/h 94 462 398 701 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 5.8 13.6 7.6 9.1 Approach LOS A B 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 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 36 756 363 500 Cap Entry Lane, veh/h 690 1105 999 1045 Entry HV Adj Factor 0.990 0.980 0.981 0.981 Flow Entry, veh/h 36 741 356 490 Cap Entry, veh/h 684 1082 979 1024 V/C Ratio 0.052 0.684 0.363 0.479 Control Delay, s/veh 5.8 13.6 7.6 9.1 LOS A B A A 95th %tile Queue, veh 0 6 2 3 MOVEMENT SUMMARY Site: 9 [2045 Total AM Mountain Vista & Timberline (Site Folder: General)] Montava Development Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh. Dist ] veh/h %veh/h %v/c sec veh ft mph South: TImberline Road 3 L2 128 2.0 139 2.0 0.547 11.4 LOS B 4.2 106.6 0.67 0.80 1.02 31.5 8 T1 69 2.0 75 2.0 0.547 11.4 LOS B 4.2 106.6 0.67 0.80 1.02 31.4 18 R2 260 2.0 283 2.0 0.547 11.4 LOS B 4.2 106.6 0.67 0.80 1.02 30.6 Approach 457 2.0 497 2.0 0.547 11.4 LOS B 4.2 106.6 0.67 0.80 1.02 31.0 East: RoadName 1 L2 345 2.0 375 2.0 0.327 6.3 LOS A 1.5 39.1 0.40 0.29 0.40 32.1 6 T1 243 2.0 264 2.0 0.260 5.8 LOS A 1.2 29.6 0.39 0.28 0.39 34.8 16 R2 14 2.0 15 2.0 0.260 5.8 LOS A 1.2 29.6 0.39 0.28 0.39 33.7 Approach 602 2.0 654 2.0 0.327 6.1 LOS A 1.5 39.1 0.40 0.28 0.40 33.2 North: RoadName 7 L2 46 2.0 50 2.0 0.331 9.2 LOS A 1.4 35.2 0.64 0.66 0.71 32.7 4 T1 155 2.0 168 2.0 0.331 9.2 LOS A 1.4 35.2 0.64 0.66 0.71 32.6 14 R2 15 2.0 16 2.0 0.331 9.2 LOS A 1.4 35.2 0.64 0.66 0.71 31.7 Approach 216 2.0 235 2.0 0.331 9.2 LOS A 1.4 35.2 0.64 0.66 0.71 32.5 West: Mountain Vista Drive 5 L2 9 2.0 10 2.0 0.304 8.3 LOS A 1.3 31.8 0.60 0.60 0.60 33.6 2 T1 398 2.0 433 2.0 0.304 8.0 LOS A 1.3 31.8 0.59 0.59 0.59 33.7 12 R2 38 2.0 41 2.0 0.304 7.7 LOS A 1.2 31.5 0.58 0.58 0.58 32.8 Approach 445 2.0 484 2.0 0.304 8.0 LOS A 1.3 31.8 0.59 0.59 0.59 33.6 All Vehicles 1720 2.0 1870 2.0 0.547 8.4 LOS A 4.2 106.6 0.55 0.55 0.65 32.6 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC | Licence: NETWORK / Enterprise | Processed: Wednesday, May 25, 2022 1:06:36 PM Project: K:\DEN_TPTO\196474000 -Montava Parcel G & E\Engineering\_2045 Full Development\Analysis\2045 Total Roundabout.sip9 MOVEMENT SUMMARY Site: 9 [2045 Total PM Mountain Vista & Timberline (Site Folder: General)] Montava Development Site Category: (None) Roundabout Vehicle Movement Performance INPUT VOLUMES DEMAND FLOWS 95% BACK OF QUEUE Mov ID Turn Deg. Satn Aver. Delay Level of Service Prop. Que Effective Stop Rate Aver. No. Cycles Aver. Speed [ Total HV ][ Total HV ][ Veh. Dist ] veh/h %veh/h %v/c sec veh ft mph South: Timberline Road 3 L2 200 2.0 217 2.0 0.889 29.1 LOS D 23.6 599.0 1.00 1.68 2.72 25.3 8 T1 185 2.0 201 2.0 0.889 29.1 LOS D 23.6 599.0 1.00 1.68 2.72 25.3 18 R2 408 2.0 443 2.0 0.889 29.1 LOS D 23.6 599.0 1.00 1.68 2.72 24.7 Approach 793 2.0 862 2.0 0.889 29.1 LOS D 23.6 599.0 1.00 1.68 2.72 25.0 East: RoadName 1 L2 310 2.0 337 2.0 0.488 10.5 LOS B 3.2 81.9 0.64 0.71 0.86 30.8 6 T1 464 2.0 504 2.0 0.488 10.0 LOS A 3.2 81.9 0.62 0.68 0.82 32.4 16 R2 40 2.0 43 2.0 0.488 9.8 LOS A 3.2 81.2 0.62 0.67 0.82 31.8 Approach 814 2.0 885 2.0 0.488 10.1 LOS B 3.2 81.9 0.63 0.69 0.84 31.8 North: RoadName 7 L2 26 2.0 28 2.0 0.287 10.5 LOS B 1.1 27.2 0.68 0.70 0.74 32.2 4 T1 111 2.0 121 2.0 0.287 10.5 LOS B 1.1 27.2 0.68 0.70 0.74 32.1 14 R2 10 2.0 11 2.0 0.287 10.5 LOS B 1.1 27.2 0.68 0.70 0.74 31.2 Approach 147 2.0 160 2.0 0.287 10.5 LOS B 1.1 27.2 0.68 0.70 0.74 32.1 West: Mountain Vista Drive 5 L2 28 2.0 30 2.0 0.239 6.8 LOS A 1.0 24.7 0.54 0.50 0.54 34.0 2 T1 330 2.0 359 2.0 0.239 6.6 LOS A 1.0 24.7 0.52 0.49 0.52 34.2 12 R2 28 2.0 30 2.0 0.239 6.4 LOS A 1.0 24.3 0.52 0.47 0.52 33.5 Approach 386 2.0 420 2.0 0.239 6.6 LOS A 1.0 24.7 0.53 0.49 0.53 34.2 All Vehicles 2140 2.0 2326 2.0 0.889 16.6 LOS C 23.6 599.0 0.75 1.02 1.47 29.2 Site Level of Service (LOS) Method: Delay & v/c (HCM 6). Site LOS Method is specified in the Parameter Settings dialog (Site tab). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement. LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 6). Roundabout Capacity Model: US HCM 6. Delay Model: HCM Delay Formula (Geometric Delay is not included). Queue Model: HCM Queue Formula. Gap-Acceptance Capacity: Traditional M1. HV (%) values are calculated for All Movement Classes of All Heavy Vehicle Model Designation. SIDRA INTERSECTION 9.0 | Copyright © 2000-2020 Akcelik and Associates Pty Ltd | sidrasolutions.com Organisation: KIMLEY-HORN & ASSOCIATES INC | Licence: NETWORK / Enterprise | Processed: Wednesday, May 25, 2022 1:07:19 PM Project: K:\DEN_TPTO\196474000 -Montava Parcel G & E\Engineering\_2045 Full Development\Analysis\2045 Total Roundabout.sip9 Timings 2045 Total AM - External 10: Giddings Road & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph)65 600 228 365 261 80 290 181 482 485 Future Volume (vph) 65 600 228 365 261 80 290 181 482 485 Turn Type pm+pt NA pm+pt NA Perm pm+pt NA Perm Prot NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 8 2 2 Detector Phase 7 4 3 8 8 5 2 2 1 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 22.5 9.5 22.5 22.5 9.5 22.5 Total Split (s)10.4 31.2 23.0 43.8 43.8 9.6 38.8 38.8 27.0 56.2 Total Split (%)8.7% 26.0% 19.2% 36.5% 36.5% 8.0% 32.3% 32.3% 22.5% 46.8% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max C-Max None C-Max Act Effct Green (s)32.2 26.3 47.3 39.0 39.0 43.5 37.7 37.7 21.5 53.4 Actuated g/C Ratio 0.27 0.22 0.39 0.32 0.32 0.36 0.31 0.31 0.18 0.44 v/c Ratio 0.24 0.88 0.82 0.34 0.40 0.36 0.54 0.32 0.85 0.74 Control Delay 25.3 58.9 73.9 17.2 4.4 21.9 39.3 7.2 62.0 34.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.3 58.9 73.9 17.2 4.4 21.9 39.3 7.2 62.0 34.5 LOS C E E B A C D A E C Approach Delay 55.7 28.4 26.2 47.3 Approach LOS E C C D Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.88 Intersection Signal Delay: 40.3 Intersection LOS: D Intersection Capacity Utilization 79.3%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 10: Giddings Road & Mountain Vista Drive HCM 6th Signalized Intersection Summary 2045 Total AM - External 10: Giddings Road & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 65 600 25 228 365 261 80 290 181 482 485 72 Future Volume (veh/h) 65 600 25 228 365 261 80 290 181 482 485 72 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 71 652 27 248 397 284 87 315 197 524 527 78 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 289 726 30 301 1029 459 311 649 550 587 756 112 Arrive On Green 0.04 0.21 0.21 0.12 0.29 0.29 0.04 0.35 0.35 0.17 0.47 0.47 Sat Flow, veh/h 1781 3477 144 1781 3554 1585 1781 1870 1585 3456 1592 236 Grp Volume(v), veh/h 71 333 346 248 397 284 87 315 197 524 0 605 Grp Sat Flow(s),veh/h/ln 1781 1777 1844 1781 1777 1585 1781 1870 1585 1728 0 1828 Q Serve(g_s), s 3.7 21.9 21.9 12.6 10.7 18.6 3.8 15.9 11.1 17.8 0.0 31.2 Cycle Q Clear(g_c), s 3.7 21.9 21.9 12.6 10.7 18.6 3.8 15.9 11.1 17.8 0.0 31.2 Prop In Lane 1.00 0.08 1.00 1.00 1.00 1.00 1.00 0.13 Lane Grp Cap(c), veh/h 289 371 385 301 1029 459 311 649 550 587 0 868 V/C Ratio(X)0.25 0.90 0.90 0.82 0.39 0.62 0.28 0.49 0.36 0.89 0.00 0.70 Avail Cap(c_a), veh/h 300 395 410 354 1164 519 311 649 550 648 0 868 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 0.86 0.86 0.86 0.90 0.90 0.90 1.00 0.00 1.00 Uniform Delay (d), s/veh 35.0 46.2 46.2 32.4 34.1 36.9 24.7 30.7 29.2 48.7 0.0 24.8 Incr Delay (d2), s/veh 0.4 21.7 21.3 11.2 0.2 1.6 0.4 2.3 1.6 13.8 0.0 4.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.7 11.9 12.3 6.3 4.7 7.4 1.6 7.6 4.5 8.8 0.0 14.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 35.4 67.9 67.5 43.6 34.3 38.5 25.1 33.1 30.8 62.5 0.0 29.4 LnGrp LOS D E E D C D C C C E A C Approach Vol, veh/h 750 929 599 1129 Approach Delay, s/veh 64.6 38.1 31.2 44.8 Approach LOS E D C D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 24.9 46.2 19.4 29.6 9.6 61.5 9.7 39.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 22.5 34.3 18.5 26.7 5.1 51.7 5.9 39.3 Max Q Clear Time (g_c+I1), s 19.8 17.9 14.6 23.9 5.8 33.2 5.7 20.6 Green Ext Time (p_c), s 0.6 2.3 0.3 1.1 0.0 4.0 0.0 3.5 Intersection Summary HCM 6th Ctrl Delay 44.9 HCM 6th LOS D Timings 2045 Total PM - External 10: Giddings Road & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT WBR NBL NBT NBR SBL SBT Lane Configurations Traffic Volume (vph) 182 492 291 652 384 94 653 226 239 398 Future Volume (vph) 182 492 291 652 384 94 653 226 239 398 Turn Type pm+pt NA pm+pt NA pm+ov pm+pt NA Perm Prot NA Protected Phases 7 4 3 8 1 5 2 1 6 Permitted Phases 4 8 8 2 2 Detector Phase 7 4 3 8 1 5 2 2 1 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 9.5 22.5 9.5 9.5 22.5 22.5 9.5 22.5 Total Split (s)11.6 22.5 16.4 27.3 12.2 9.6 38.9 38.9 12.2 41.5 Total Split (%)12.9% 25.0% 18.2% 30.3% 13.6% 10.7% 43.2% 43.2% 13.6% 46.1% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead Lag Lead Lead Lag Lag Lead Lag Lead-Lag Optimize?Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max C-Max None C-Max Act Effct Green (s)24.4 17.3 33.7 22.1 34.7 39.9 34.7 34.7 8.1 39.6 Actuated g/C Ratio 0.27 0.19 0.37 0.25 0.39 0.44 0.39 0.39 0.09 0.44 v/c Ratio 0.89 0.81 1.00 0.82 0.62 0.31 0.99 0.34 0.84 0.64 Control Delay 63.3 45.3 76.1 40.7 21.2 13.8 57.6 8.6 65.5 24.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 63.3 45.3 76.1 40.7 21.2 13.8 57.6 8.6 65.5 24.6 LOS E D E D C B E A E C Approach Delay 50.0 42.8 42.0 38.3 Approach LOS D D D D Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.00 Intersection Signal Delay: 43.1 Intersection LOS: D Intersection Capacity Utilization 86.4%ICU Level of Service E Analysis Period (min) 15 Splits and Phases: 10: Giddings Road & Mountain Vista Drive HCM 6th Signalized Intersection Summary 2045 Total PM - External 10: Giddings Road & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 182 492 17 291 652 384 94 653 226 239 398 76 Future Volume (veh/h) 182 492 17 291 652 384 94 653 226 239 398 76 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 198 535 18 316 709 352 102 710 181 260 433 83 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 245 644 22 347 842 511 355 746 632 296 660 127 Arrive On Green 0.08 0.18 0.18 0.13 0.24 0.24 0.02 0.13 0.13 0.09 0.43 0.43 Sat Flow, veh/h 1781 3508 118 1781 3554 1585 1781 1870 1585 3456 1525 292 Grp Volume(v), veh/h 198 271 282 316 709 352 102 710 181 260 0 516 Grp Sat Flow(s),veh/h/ln 1781 1777 1849 1781 1777 1585 1781 1870 1585 1728 0 1818 Q Serve(g_s), s 7.1 13.2 13.2 11.9 17.1 17.4 3.0 33.9 9.3 6.7 0.0 20.2 Cycle Q Clear(g_c), s 7.1 13.2 13.2 11.9 17.1 17.4 3.0 33.9 9.3 6.7 0.0 20.2 Prop In Lane 1.00 0.06 1.00 1.00 1.00 1.00 1.00 0.16 Lane Grp Cap(c), veh/h 245 326 339 347 842 511 355 746 632 296 0 787 V/C Ratio(X)0.81 0.83 0.83 0.91 0.84 0.69 0.29 0.95 0.29 0.88 0.00 0.66 Avail Cap(c_a), veh/h 245 355 370 347 900 537 365 746 632 296 0 787 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I)1.00 1.00 1.00 0.45 0.45 0.45 0.67 0.67 0.67 1.00 0.00 1.00 Uniform Delay (d), s/veh 30.5 35.4 35.4 26.6 32.7 26.6 16.9 38.2 27.5 40.7 0.0 20.2 Incr Delay (d2), s/veh 17.8 14.2 13.9 15.0 3.3 1.6 0.3 17.7 0.8 24.7 0.0 4.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.7 6.9 7.1 6.7 7.6 6.6 1.2 20.5 3.9 3.8 0.0 9.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 48.2 49.6 49.3 41.6 36.0 28.1 17.2 55.9 28.3 65.4 0.0 24.4 LnGrp LOS D D D D D C B E C E A C Approach Vol, veh/h 751 1377 993 776 Approach Delay, s/veh 49.1 35.3 46.9 38.2 Approach LOS D D D D Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 12.2 40.4 16.4 21.0 9.1 43.5 11.6 25.8 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 7.7 34.4 11.9 18.0 5.1 37.0 7.1 22.8 Max Q Clear Time (g_c+I1), s 8.7 35.9 13.9 15.2 5.0 22.2 9.1 19.4 Green Ext Time (p_c), s 0.0 0.0 0.0 0.9 0.0 3.0 0.0 1.9 Intersection Summary HCM 6th Ctrl Delay 41.5 HCM 6th LOS D Timings 2045 Total AM - External 11: Mountain Vista Drive & Busch Drive 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)19 1127 57 753 18 1 173 4 Future Volume (vph) 19 1127 57 753 18 1 173 4 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)37.0 37.0 37.0 37.0 23.0 23.0 23.0 23.0 Total Split (%)61.7% 61.7% 61.7% 61.7% 38.3% 38.3% 38.3% 38.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max Max Max Act Effct Green (s)30.5 30.5 30.5 30.5 20.5 20.5 Actuated g/C Ratio 0.51 0.51 0.51 0.51 0.34 0.34 v/c Ratio 0.09 0.75 0.50 0.50 0.06 0.47 Control Delay 7.3 14.3 29.4 13.0 11.8 19.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.3 14.3 29.4 13.0 11.8 19.8 LOS A B C B B B Approach Delay 14.2 14.0 11.8 19.8 Approach LOS B B B B Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 14.6 Intersection LOS: B Intersection Capacity Utilization 65.1%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 11: Mountain Vista Drive & Busch Drive HCM 6th Signalized Intersection Summary 2045 Total AM - External 11: Mountain Vista Drive & Busch Drive 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 19 1127 102 57 753 70 18 1 10 173 4 23 Future Volume (veh/h) 19 1127 102 57 753 70 18 1 10 173 4 23 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 21 1225 111 62 818 76 20 1 11 188 4 25 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 359 1668 151 207 1664 155 410 39 184 533 17 57 Arrive On Green 0.51 0.51 0.51 0.67 0.67 0.67 0.34 0.34 0.34 0.34 0.34 0.34 Sat Flow, veh/h 622 3296 298 410 3287 305 909 113 535 1225 50 166 Grp Volume(v), veh/h 21 659 677 62 442 452 32 0 0 217 0 0 Grp Sat Flow(s),veh/h/ln 622 1777 1817 410 1777 1815 1556 0 0 1441 0 0 Q Serve(g_s), s 1.3 17.5 17.6 8.2 7.3 7.3 0.0 0.0 0.0 6.1 0.0 0.0 Cycle Q Clear(g_c), s 8.6 17.5 17.6 25.7 7.3 7.3 0.7 0.0 0.0 6.8 0.0 0.0 Prop In Lane 1.00 0.16 1.00 0.17 0.62 0.34 0.87 0.12 Lane Grp Cap(c), veh/h 359 900 920 207 900 919 633 0 0 607 0 0 V/C Ratio(X)0.06 0.73 0.74 0.30 0.49 0.49 0.05 0.00 0.00 0.36 0.00 0.00 Avail Cap(c_a), veh/h 381 962 984 222 962 983 633 0 0 607 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.51 0.51 0.51 0.96 0.96 0.96 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 11.8 11.6 11.7 16.9 6.0 6.0 13.2 0.0 0.0 15.1 0.0 0.0 Incr Delay (d2), s/veh 0.0 1.4 1.4 0.8 0.4 0.4 0.2 0.0 0.0 1.6 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.2 6.0 6.1 0.7 2.0 2.0 0.3 0.0 0.0 2.3 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.8 13.0 13.1 17.7 6.4 6.4 13.3 0.0 0.0 16.7 0.0 0.0 LnGrp LOS B B B B A A B A A B A A Approach Vol, veh/h 1357 956 32 217 Approach Delay, s/veh 13.0 7.2 13.3 16.7 Approach LOS B A B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 25.1 34.9 25.1 34.9 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.5 32.5 18.5 32.5 Max Q Clear Time (g_c+I1), s 2.7 19.6 8.8 27.7 Green Ext Time (p_c), s 0.1 7.5 0.8 2.6 Intersection Summary HCM 6th Ctrl Delay 11.2 HCM 6th LOS B Timings 2045 Total PM - External 11: Mountain Vista Drive & Busch Drive 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)21 789 23 1198 74 3 145 1 Future Volume (vph) 21 789 23 1198 74 3 145 1 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)34.0 34.0 34.0 34.0 26.0 26.0 26.0 26.0 Total Split (%)56.7% 56.7% 56.7% 56.7% 43.3% 43.3% 43.3% 43.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max Max Max Act Effct Green (s)28.9 28.9 28.9 28.9 22.1 22.1 Actuated g/C Ratio 0.48 0.48 0.48 0.48 0.37 0.37 v/c Ratio 0.19 0.53 0.11 0.83 0.25 0.51 Control Delay 13.1 11.9 10.3 30.7 10.8 17.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 13.1 11.9 10.3 30.7 10.8 17.5 LOS B B B C B B Approach Delay 12.0 30.3 10.8 17.5 Approach LOS B C B B Intersection Summary Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.83 Intersection Signal Delay: 22.0 Intersection LOS: C Intersection Capacity Utilization 59.9%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 11: Mountain Vista Drive & Busch Drive HCM 6th Signalized Intersection Summary 2045 Total PM - External 11: Mountain Vista Drive & Busch Drive 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 21 789 40 23 1198 93 74 3 41 145 1 96 Future Volume (veh/h) 21 789 40 23 1198 93 74 3 41 145 1 96 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 23 858 43 25 1302 101 80 3 45 158 1 104 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 170 1561 78 288 1515 117 436 36 203 427 25 233 Arrive On Green 0.45 0.45 0.45 0.60 0.60 0.60 0.40 0.40 0.40 0.40 0.40 0.40 Sat Flow, veh/h 384 3444 173 618 3342 259 854 90 511 834 64 587 Grp Volume(v), veh/h 23 443 458 25 691 712 128 0 0 263 0 0 Grp Sat Flow(s),veh/h/ln 384 1777 1839 618 1777 1824 1455 0 0 1485 0 0 Q Serve(g_s), s 3.3 10.9 10.9 1.6 19.2 19.4 0.0 0.0 0.0 4.1 0.0 0.0 Cycle Q Clear(g_c), s 22.7 10.9 10.9 12.5 19.2 19.4 3.1 0.0 0.0 7.2 0.0 0.0 Prop In Lane 1.00 0.09 1.00 0.14 0.62 0.35 0.60 0.40 Lane Grp Cap(c), veh/h 170 805 834 288 805 827 675 0 0 685 0 0 V/C Ratio(X)0.14 0.55 0.55 0.09 0.86 0.86 0.19 0.00 0.00 0.38 0.00 0.00 Avail Cap(c_a), veh/h 185 874 904 312 874 897 675 0 0 685 0 0 HCM Platoon Ratio 1.00 1.00 1.00 1.33 1.33 1.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.64 0.64 0.64 0.84 0.84 0.84 1.00 0.00 0.00 1.00 0.00 0.00 Uniform Delay (d), s/veh 24.1 11.9 11.9 12.7 10.3 10.4 11.8 0.0 0.0 13.0 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.4 0.4 0.1 6.9 6.9 0.6 0.0 0.0 1.6 0.0 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.3 3.8 3.9 0.2 5.9 6.1 1.1 0.0 0.0 2.5 0.0 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 24.4 12.3 12.3 12.8 17.2 17.3 12.4 0.0 0.0 14.6 0.0 0.0 LnGrp LOS C B B B B B B A A B A A Approach Vol, veh/h 924 1428 128 263 Approach Delay, s/veh 12.6 17.2 12.4 14.6 Approach LOS B B B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 28.3 31.7 28.3 31.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 21.5 29.5 21.5 29.5 Max Q Clear Time (g_c+I1), s 5.1 24.7 9.2 21.4 Green Ext Time (p_c), s 0.6 2.5 1.2 5.5 Intersection Summary HCM 6th Ctrl Delay 15.2 HCM 6th LOS B Timings 2045 Total AM - External 12: Mountain Vista Drive & I-25 SB Ramp 05/25/2022 Synchro 11 Report Page 1 Lane Group EBT EBR WBL WBT SBT SBR Lane Configurations Traffic Volume (vph) 319 1003 307 650 2 193 Future Volume (vph) 319 1003 307 650 2 193 Turn Type NA Free pm+pt NA NA Perm Protected Phases 4 3 8 6 Permitted Phases Free 8 6 Detector Phase 4 3 8 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 9.5 22.5 22.5 22.5 Total Split (s)55.0 34.0 89.0 31.0 31.0 Total Split (%)45.8% 28.3% 74.2% 25.8% 25.8% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lead-Lag Optimize?Yes Yes Recall Mode C-Max None C-Max Max Max Act Effct Green (s)66.1 120.0 84.5 84.5 26.5 26.5 Actuated g/C Ratio 0.55 1.00 0.70 0.70 0.22 0.22 v/c Ratio 0.34 0.69 0.48 0.28 0.08 0.41 Control Delay 11.3 7.2 13.4 11.8 37.9 7.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.3 7.2 13.4 11.8 37.9 7.7 LOS B A B B D A Approach Delay 8.2 12.4 11.5 Approach LOS A B B Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 85 (71%), Referenced to phase 4:EBT and 8:WBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.69 Intersection Signal Delay: 10.1 Intersection LOS: B Intersection Capacity Utilization 59.9%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 12: Mountain Vista Drive & I-25 SB Ramp HCM 6th Signalized Intersection Summary 2045 Total AM - External 12: Mountain Vista Drive & I-25 SB Ramp 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 319 1003 307 650 0 0 0 0 26 2 193 Future Volume (veh/h) 0 319 1003 307 650 0 0 0 0 26 2 193 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 1870 1870 Adj Flow Rate, veh/h 0 347 0 334 707 0 28 2 210 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 Cap, veh/h 0 1045 726 2502 0 368 26 350 Arrive On Green 0.00 0.56 0.00 0.22 1.00 0.00 0.22 0.22 0.22 Sat Flow, veh/h 0 1870 1585 1781 3647 0 1668 119 1585 Grp Volume(v), veh/h 0 347 0 334 707 0 30 0 210 Grp Sat Flow(s),veh/h/ln 0 1870 1585 1781 1777 0 1787 0 1585 Q Serve(g_s), s 0.0 12.1 0.0 10.0 0.0 0.0 1.6 0.0 14.3 Cycle Q Clear(g_c), s 0.0 12.1 0.0 10.0 0.0 0.0 1.6 0.0 14.3 Prop In Lane 0.00 1.00 1.00 0.00 0.93 1.00 Lane Grp Cap(c), veh/h 0 1045 726 2502 0 395 0 350 V/C Ratio(X)0.00 0.33 0.46 0.28 0.00 0.08 0.00 0.60 Avail Cap(c_a), veh/h 0 1045 972 2502 0 395 0 350 HCM Platoon Ratio 1.00 1.00 1.00 2.00 2.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 0.59 0.00 0.81 0.81 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 14.3 0.0 7.7 0.0 0.0 37.0 0.0 42.0 Incr Delay (d2), s/veh 0.0 0.5 0.0 0.4 0.2 0.0 0.4 0.0 7.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 5.2 0.0 2.8 0.1 0.0 0.7 0.0 6.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 14.9 0.0 8.1 0.2 0.0 37.4 0.0 49.4 LnGrp LOS A B A A A D A D Approach Vol, veh/h 347 A 1041 240 Approach Delay, s/veh 14.9 2.7 47.9 Approach LOS B A D Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 17.5 71.5 31.0 89.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 29.5 50.5 26.5 84.5 Max Q Clear Time (g_c+I1), s 12.0 14.1 16.3 2.0 Green Ext Time (p_c), s 0.9 2.3 0.6 5.9 Intersection Summary HCM 6th Ctrl Delay 12.0 HCM 6th LOS B Notes Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. Timings 2045 Total PM - External 12: Mountain Vista Drive & I-25 SB Ramp 05/25/2022 Synchro 11 Report Page 1 Lane Group EBT EBR WBL WBT SBT SBR Lane Configurations Traffic Volume (vph) 309 664 178 1079 2 225 Future Volume (vph) 309 664 178 1079 2 225 Turn Type NA Free pm+pt NA NA Perm Protected Phases 4 3 8 6 Permitted Phases Free 8 6 Detector Phase 4 3 8 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 9.5 22.5 22.5 22.5 Total Split (s)55.0 23.0 78.0 42.0 42.0 Total Split (%)45.8% 19.2% 65.0% 35.0% 35.0% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 Lead/Lag Lag Lead Lead-Lag Optimize?Yes Yes Recall Mode C-Max None C-Max Max Max Act Effct Green (s)57.8 120.0 73.5 73.5 37.5 37.5 Actuated g/C Ratio 0.48 1.00 0.61 0.61 0.31 0.31 v/c Ratio 0.37 0.46 0.33 0.54 0.05 0.44 Control Delay 17.5 2.6 5.4 6.1 29.3 23.9 Queue Delay 0.0 0.0 0.0 0.1 0.0 0.0 Total Delay 17.5 2.6 5.4 6.2 29.3 23.9 LOS B A A A C C Approach Delay 7.3 6.1 24.5 Approach LOS A A C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 65 (54%), Referenced to phase 4:EBT and 8:WBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.54 Intersection Signal Delay: 8.4 Intersection LOS: A Intersection Capacity Utilization 65.6%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 12: Mountain Vista Drive & I-25 SB Ramp HCM 6th Signalized Intersection Summary 2045 Total PM - External 12: Mountain Vista Drive & I-25 SB Ramp 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 309 664 178 1079 0 0 0 0 25 2 225 Future Volume (veh/h) 0 309 664 178 1079 0 0 0 0 25 2 225 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 0 1870 1870 1870 1870 0 1870 1870 1870 Adj Flow Rate, veh/h 0 336 0 193 1173 0 27 2 245 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 0 2 2 2 2 0 2 2 2 Cap, veh/h 0 947 598 2177 0 520 39 495 Arrive On Green 0.00 0.51 0.00 0.05 0.41 0.00 0.31 0.31 0.31 Sat Flow, veh/h 0 1870 1585 1781 3647 0 1664 123 1585 Grp Volume(v), veh/h 0 336 0 193 1173 0 29 0 245 Grp Sat Flow(s),veh/h/ln 0 1870 1585 1781 1777 0 1787 0 1585 Q Serve(g_s), s 0.0 13.0 0.0 5.9 30.0 0.0 1.4 0.0 15.1 Cycle Q Clear(g_c), s 0.0 13.0 0.0 5.9 30.0 0.0 1.4 0.0 15.1 Prop In Lane 0.00 1.00 1.00 0.00 0.93 1.00 Lane Grp Cap(c), veh/h 0 947 598 2177 0 558 0 495 V/C Ratio(X)0.00 0.35 0.32 0.54 0.00 0.05 0.00 0.49 Avail Cap(c_a), veh/h 0 947 751 2177 0 558 0 495 HCM Platoon Ratio 1.00 1.00 1.00 0.67 0.67 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 0.83 0.00 0.69 0.69 0.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 0.0 17.8 0.0 12.7 22.5 0.0 28.8 0.0 33.5 Incr Delay (d2), s/veh 0.0 0.9 0.0 0.2 0.7 0.0 0.2 0.0 3.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.0 5.8 0.0 2.4 13.5 0.0 0.6 0.0 6.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 18.7 0.0 12.9 23.2 0.0 29.0 0.0 37.0 LnGrp LOS A B B C A C A D Approach Vol, veh/h 336 A 1366 274 Approach Delay, s/veh 18.7 21.8 36.2 Approach LOS B C D Timer - Assigned Phs 3 4 6 8 Phs Duration (G+Y+Rc), s 12.7 65.3 42.0 78.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 18.5 50.5 37.5 73.5 Max Q Clear Time (g_c+I1), s 7.9 15.0 17.1 32.0 Green Ext Time (p_c), s 0.4 2.2 0.9 11.6 Intersection Summary HCM 6th Ctrl Delay 23.2 HCM 6th LOS C Notes Unsignalized Delay for [EBR] is excluded from calculations of the approach delay and intersection delay. Timings 2045 Total AM - External 13: I-25 NB Ramp & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBT NBL NBT Lane Configurations Traffic Volume (vph) 167 155 429 504 2 Future Volume (vph) 167 155 429 504 2 Turn Type pm+pt NA NA Perm NA Protected Phases 7 4 8 2 Permitted Phases 4 2 Detector Phase 7 4 8 2 2 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 22.5 22.5 Total Split (s)21.0 83.0 62.0 37.0 37.0 Total Split (%)17.5% 69.2% 51.7% 30.8% 30.8% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead-Lag Optimize?Yes Yes Recall Mode None C-Max C-Max Max Max Act Effct Green (s)78.5 78.5 63.7 32.5 32.5 Actuated g/C Ratio 0.65 0.65 0.53 0.27 0.27 v/c Ratio 0.37 0.14 0.52 0.59 0.31 Control Delay 10.2 6.6 20.8 41.0 6.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 10.2 6.6 20.8 41.0 6.8 LOS B A C D A Approach Delay 8.5 20.8 32.9 Approach LOS A C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 72 (60%), Referenced to phase 4:EBTL and 8:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.59 Intersection Signal Delay: 23.6 Intersection LOS: C Intersection Capacity Utilization 59.9%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 13: I-25 NB Ramp & Mountain Vista Drive HCM 6th Signalized Intersection Summary 2045 Total AM - External 13: I-25 NB Ramp & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 167 155 0 0 429 41 504 2 156 0 0 0 Future Volume (veh/h) 167 155 0 0 429 41 504 2 156 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 0 0 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 182 168 0 0 466 45 548 2 170 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 0 0 2 2 2 2 2 Cap, veh/h 512 1224 0 0 931 90 936 5 425 Arrive On Green 0.10 1.00 0.00 0.00 0.55 0.55 0.27 0.27 0.27 Sat Flow, veh/h 1781 1870 0 0 1679 162 3456 18 1569 Grp Volume(v), veh/h 182 168 0 0 0 511 548 0 172 Grp Sat Flow(s),veh/h/ln 1781 1870 0 0 0 1841 1728 0 1588 Q Serve(g_s), s 5.2 0.0 0.0 0.0 0.0 20.5 16.5 0.0 10.6 Cycle Q Clear(g_c), s 5.2 0.0 0.0 0.0 0.0 20.5 16.5 0.0 10.6 Prop In Lane 1.00 0.00 0.00 0.09 1.00 0.99 Lane Grp Cap(c), veh/h 512 1224 0 0 0 1021 936 0 430 V/C Ratio(X)0.36 0.14 0.00 0.00 0.00 0.50 0.59 0.00 0.40 Avail Cap(c_a), veh/h 646 1224 0 0 0 1021 936 0 430 HCM Platoon Ratio 1.67 1.67 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.95 0.95 0.00 0.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 11.1 0.0 0.0 0.0 0.0 16.5 37.9 0.0 35.8 Incr Delay (d2), s/veh 0.4 0.2 0.0 0.0 0.0 1.8 2.7 0.0 2.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.8 0.1 0.0 0.0 0.0 9.0 7.3 0.0 4.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 11.5 0.2 0.0 0.0 0.0 18.3 40.6 0.0 38.5 LnGrp LOS B A A A A B D A D Approach Vol, veh/h 350 511 720 Approach Delay, s/veh 6.1 18.3 40.1 Approach LOS A B D Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 37.0 83.0 12.0 71.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 32.5 78.5 16.5 57.5 Max Q Clear Time (g_c+I1), s 18.5 2.0 7.2 22.5 Green Ext Time (p_c), s 2.8 1.1 0.3 3.7 Intersection Summary HCM 6th Ctrl Delay 25.5 HCM 6th LOS C Timings 2045 Total PM - External 13: I-25 NB Ramp & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBT NBL NBT Lane Configurations Traffic Volume (vph) 134 187 358 893 2 Future Volume (vph) 134 187 358 893 2 Turn Type pm+pt NA NA Perm NA Protected Phases 7 4 8 2 Permitted Phases 4 2 Detector Phase 7 4 8 2 2 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 Minimum Split (s)9.5 22.5 22.5 22.5 22.5 Total Split (s)16.0 67.0 51.0 53.0 53.0 Total Split (%)13.3% 55.8% 42.5% 44.2% 44.2% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead Lag Lead-Lag Optimize?Yes Yes Recall Mode None C-Max C-Max Max Max Act Effct Green (s)62.5 62.5 47.9 48.5 48.5 Actuated g/C Ratio 0.52 0.52 0.40 0.40 0.40 v/c Ratio 0.38 0.21 0.59 0.70 0.45 Control Delay 19.7 18.2 32.3 33.0 4.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 19.7 18.2 32.3 33.0 4.1 LOS B B C C A Approach Delay 18.8 32.3 24.6 Approach LOS B C C Intersection Summary Cycle Length: 120 Actuated Cycle Length: 120 Offset: 0 (0%), Referenced to phase 4:EBTL and 8:WBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 25.2 Intersection LOS: C Intersection Capacity Utilization 65.6%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 13: I-25 NB Ramp & Mountain Vista Drive HCM 6th Signalized Intersection Summary 2045 Total PM - External 13: I-25 NB Ramp & Mountain Vista Drive 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 134 187 0 0 358 43 893 2 365 0 0 0 Future Volume (veh/h) 134 187 0 0 358 43 893 2 365 0 0 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 0 0 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 146 203 0 0 389 47 971 2 234 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 0 0 2 2 2 2 2 Cap, veh/h 400 974 0 0 691 83 1397 5 636 Arrive On Green 0.02 0.17 0.00 0.00 0.42 0.42 0.40 0.40 0.40 Sat Flow, veh/h 1781 1870 0 0 1637 198 3456 13 1574 Grp Volume(v), veh/h 146 203 0 0 0 436 971 0 236 Grp Sat Flow(s),veh/h/ln 1781 1870 0 0 0 1835 1728 0 1587 Q Serve(g_s), s 5.3 11.2 0.0 0.0 0.0 21.6 27.9 0.0 12.5 Cycle Q Clear(g_c), s 5.3 11.2 0.0 0.0 0.0 21.6 27.9 0.0 12.5 Prop In Lane 1.00 0.00 0.00 0.11 1.00 0.99 Lane Grp Cap(c), veh/h 400 974 0 0 0 774 1397 0 641 V/C Ratio(X)0.37 0.21 0.00 0.00 0.00 0.56 0.70 0.00 0.37 Avail Cap(c_a), veh/h 461 974 0 0 0 774 1397 0 641 HCM Platoon Ratio 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.93 0.93 0.00 0.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 19.9 28.4 0.0 0.0 0.0 26.3 29.6 0.0 25.0 Incr Delay (d2), s/veh 0.5 0.5 0.0 0.0 0.0 3.0 2.9 0.0 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 5.7 0.0 0.0 0.0 10.0 12.0 0.0 5.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 20.4 28.9 0.0 0.0 0.0 29.2 32.5 0.0 26.6 LnGrp LOS C C A A A C C A C Approach Vol, veh/h 349 436 1207 Approach Delay, s/veh 25.4 29.2 31.4 Approach LOS C C C Timer - Assigned Phs 2 4 7 8 Phs Duration (G+Y+Rc), s 53.0 67.0 11.8 55.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 48.5 62.5 11.5 46.5 Max Q Clear Time (g_c+I1), s 29.9 13.2 7.3 23.6 Green Ext Time (p_c), s 5.5 1.3 0.1 2.8 Intersection Summary HCM 6th Ctrl Delay 29.8 HCM 6th LOS C Timings 2045 Total AM - External 16: Turnberry Road & Conifer Street 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)43 135 30 243 10 55 20 294 Future Volume (vph) 43 135 30 243 10 55 20 294 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)39.0 39.0 39.0 39.0 51.0 51.0 51.0 51.0 Total Split (%)43.3% 43.3% 43.3% 43.3% 56.7% 56.7% 56.7% 56.7% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)22.0 22.0 59.0 59.0 59.0 59.0 Actuated g/C Ratio 0.24 0.24 0.66 0.66 0.66 0.66 v/c Ratio 0.69 0.76 0.02 0.06 0.03 0.39 Control Delay 37.7 37.6 8.2 6.4 7.4 8.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 37.7 37.6 8.2 6.4 7.4 8.8 LOS D D A A A A Approach Delay 37.7 37.6 6.6 8.7 Approach LOS D D A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Intersection Signal Delay: 23.0 Intersection LOS: C Intersection Capacity Utilization 52.0%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 16: Turnberry Road & Conifer Street HCM 6th Signalized Intersection Summary 2045 Total AM - External 16: Turnberry Road & Conifer Street 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 43 135 50 30 243 25 10 55 15 20 294 132 Future Volume (veh/h) 43 135 50 30 243 25 10 55 15 20 294 132 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 47 147 54 33 264 27 11 60 16 22 320 143 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 91 225 75 69 335 33 608 968 258 962 834 373 Arrive On Green 0.22 0.22 0.22 0.07 0.07 0.07 0.68 0.68 0.68 0.68 0.68 0.68 Sat Flow, veh/h 200 1026 341 114 1526 149 929 1423 379 1323 1225 547 Grp Volume(v), veh/h 248 0 0 324 0 0 11 0 76 22 0 463 Grp Sat Flow(s),veh/h/ln 1568 0 0 1789 0 0 929 0 1802 1323 0 1772 Q Serve(g_s), s 0.0 0.0 0.0 3.0 0.0 0.0 0.5 0.0 1.3 0.5 0.0 10.2 Cycle Q Clear(g_c), s 13.0 0.0 0.0 16.0 0.0 0.0 10.6 0.0 1.3 1.8 0.0 10.2 Prop In Lane 0.19 0.22 0.10 0.08 1.00 0.21 1.00 0.31 Lane Grp Cap(c), veh/h 391 0 0 436 0 0 608 0 1227 962 0 1206 V/C Ratio(X)0.63 0.00 0.00 0.74 0.00 0.00 0.02 0.00 0.06 0.02 0.00 0.38 Avail Cap(c_a), veh/h 652 0 0 722 0 0 608 0 1227 962 0 1206 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 0.60 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 32.1 0.0 0.0 39.9 0.0 0.0 8.5 0.0 4.8 5.1 0.0 6.2 Incr Delay (d2), s/veh 1.7 0.0 0.0 1.5 0.0 0.0 0.1 0.0 0.1 0.0 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.1 0.0 0.0 7.8 0.0 0.0 0.1 0.0 0.4 0.1 0.0 3.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 33.8 0.0 0.0 41.4 0.0 0.0 8.6 0.0 4.9 5.1 0.0 7.1 LnGrp LOS C A A D A A A A A A A A Approach Vol, veh/h 248 324 87 485 Approach Delay, s/veh 33.8 41.4 5.4 7.0 Approach LOS C D A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 65.8 24.2 65.8 24.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 46.5 34.5 46.5 34.5 Max Q Clear Time (g_c+I1), s 12.6 15.0 12.2 18.0 Green Ext Time (p_c), s 0.5 1.4 3.5 1.8 Intersection Summary HCM 6th Ctrl Delay 22.5 HCM 6th LOS C Timings 2045 Total PM - External 16: Turnberry Road & Conifer Street 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) 132 224 20 239 20 177 50 263 Future Volume (vph) 132 224 20 239 20 177 50 263 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)52.0 52.0 52.0 52.0 38.0 38.0 38.0 38.0 Total Split (%)57.8% 57.8% 57.8% 57.8% 42.2% 42.2% 42.2% 42.2% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)33.1 33.1 47.9 47.9 47.9 47.9 Actuated g/C Ratio 0.37 0.37 0.53 0.53 0.53 0.53 v/c Ratio 0.89 0.47 0.05 0.24 0.09 0.36 Control Delay 46.6 18.1 15.0 14.0 14.2 15.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 46.6 18.1 15.0 14.0 14.2 15.0 LOS D B B B B B Approach Delay 46.6 18.1 14.1 14.9 Approach LOS D B B B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.89 Intersection Signal Delay: 25.1 Intersection LOS: C Intersection Capacity Utilization 72.3%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 16: Turnberry Road & Conifer Street HCM 6th Signalized Intersection Summary 2045 Total PM - External 16: Turnberry Road & Conifer Street 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 132 224 30 20 239 20 20 177 35 50 263 58 Future Volume (veh/h) 132 224 30 20 239 20 20 177 35 50 263 58 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 143 243 33 22 260 22 22 192 38 54 286 63 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 198 294 37 65 548 44 546 845 167 647 827 182 Arrive On Green 0.34 0.34 0.34 0.11 0.11 0.11 0.56 0.56 0.56 0.56 0.56 0.56 Sat Flow, veh/h 422 856 109 64 1598 130 1032 1516 300 1151 1484 327 Grp Volume(v), veh/h 419 0 0 304 0 0 22 0 230 54 0 349 Grp Sat Flow(s),veh/h/ln 1387 0 0 1792 0 0 1032 0 1816 1151 0 1811 Q Serve(g_s), s 12.2 0.0 0.0 0.0 0.0 0.0 1.1 0.0 5.8 2.2 0.0 9.5 Cycle Q Clear(g_c), s 26.1 0.0 0.0 13.9 0.0 0.0 10.6 0.0 5.8 8.0 0.0 9.5 Prop In Lane 0.34 0.08 0.07 0.07 1.00 0.17 1.00 0.18 Lane Grp Cap(c), veh/h 529 0 0 657 0 0 546 0 1012 647 0 1009 V/C Ratio(X)0.79 0.00 0.00 0.46 0.00 0.00 0.04 0.00 0.23 0.08 0.00 0.35 Avail Cap(c_a), veh/h 805 0 0 982 0 0 546 0 1012 647 0 1009 HCM Platoon Ratio 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 0.83 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.2 0.0 0.0 32.4 0.0 0.0 13.8 0.0 10.1 12.1 0.0 10.9 Incr Delay (d2), s/veh 3.1 0.0 0.0 0.4 0.0 0.0 0.1 0.0 0.5 0.3 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.7 0.0 0.0 6.9 0.0 0.0 0.3 0.0 2.3 0.6 0.0 3.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.3 0.0 0.0 32.8 0.0 0.0 14.0 0.0 10.6 12.4 0.0 11.9 LnGrp LOS C A A C A A B A B B A B Approach Vol, veh/h 419 304 252 403 Approach Delay, s/veh 31.3 32.8 10.9 11.9 Approach LOS C C B B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 54.6 35.4 54.6 35.4 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 33.5 47.5 33.5 47.5 Max Q Clear Time (g_c+I1), s 12.6 28.1 11.5 15.9 Green Ext Time (p_c), s 1.4 2.8 2.4 2.0 Intersection Summary HCM 6th Ctrl Delay 22.3 HCM 6th LOS C Timings 2045 Total AM - External 17: Timberline Road & Conifer Street 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)21 141 51 175 10 391 15 496 Future Volume (vph) 21 141 51 175 10 391 15 496 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)33.0 33.0 33.0 33.0 57.0 57.0 57.0 57.0 Total Split (%)36.7% 36.7% 36.7% 36.7% 63.3% 63.3% 63.3% 63.3% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)18.6 18.6 62.4 62.4 62.4 62.4 Actuated g/C Ratio 0.21 0.21 0.69 0.69 0.69 0.69 v/c Ratio 0.51 0.76 0.02 0.39 0.03 0.45 Control Delay 36.2 47.4 6.9 9.4 6.0 8.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 36.2 47.4 6.9 9.4 6.0 8.3 LOS D D A A A A Approach Delay 36.2 47.4 9.4 8.3 Approach LOS D D A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.76 Intersection Signal Delay: 18.3 Intersection LOS: B Intersection Capacity Utilization 56.0%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 17: Timberline Road & Conifer Street HCM 6th Signalized Intersection Summary 2045 Total AM - External 17: Timberline Road & Conifer Street 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 21 141 5 51 175 5 10 391 68 15 496 33 Future Volume (veh/h) 21 141 5 51 175 5 10 391 68 15 496 33 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 23 153 5 55 190 5 11 425 74 16 539 36 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 68 281 9 99 244 6 585 1127 196 733 1259 84 Arrive On Green 0.06 0.06 0.06 0.17 0.17 0.17 1.00 1.00 1.00 0.73 0.73 0.73 Sat Flow, veh/h 129 1616 50 290 1406 35 838 1552 270 899 1734 116 Grp Volume(v), veh/h 181 0 0 250 0 0 11 0 499 16 0 575 Grp Sat Flow(s),veh/h/ln 1795 0 0 1730 0 0 838 0 1822 899 0 1850 Q Serve(g_s), s 0.0 0.0 0.0 3.8 0.0 0.0 0.2 0.0 0.0 0.4 0.0 11.1 Cycle Q Clear(g_c), s 8.7 0.0 0.0 12.4 0.0 0.0 11.3 0.0 0.0 0.4 0.0 11.1 Prop In Lane 0.13 0.03 0.22 0.02 1.00 0.15 1.00 0.06 Lane Grp Cap(c), veh/h 357 0 0 349 0 0 585 0 1323 733 0 1343 V/C Ratio(X)0.51 0.00 0.00 0.72 0.00 0.00 0.02 0.00 0.38 0.02 0.00 0.43 Avail Cap(c_a), veh/h 605 0 0 588 0 0 585 0 1323 733 0 1343 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)0.73 0.00 0.00 1.00 0.00 0.00 0.76 0.00 0.76 1.00 0.00 1.00 Uniform Delay (d), s/veh 39.1 0.0 0.0 35.7 0.0 0.0 1.0 0.0 0.0 3.4 0.0 4.9 Incr Delay (d2), s/veh 0.8 0.0 0.0 2.7 0.0 0.0 0.0 0.0 0.6 0.1 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.2 0.0 0.0 5.4 0.0 0.0 0.0 0.0 0.2 0.1 0.0 3.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 39.9 0.0 0.0 38.5 0.0 0.0 1.0 0.0 0.6 3.5 0.0 5.9 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 181 250 510 591 Approach Delay, s/veh 39.9 38.5 0.6 5.8 Approach LOS D D A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 69.9 20.1 69.9 20.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 52.5 28.5 52.5 28.5 Max Q Clear Time (g_c+I1), s 13.3 10.7 13.1 14.4 Green Ext Time (p_c), s 3.8 0.9 4.5 1.2 Intersection Summary HCM 6th Ctrl Delay 13.5 HCM 6th LOS B Timings 2045 Total PM - External 17: Timberline Road & Conifer Street 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)82 260 42 168 5 613 5 479 Future Volume (vph) 82 260 42 168 5 613 5 479 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)36.0 36.0 36.0 36.0 54.0 54.0 54.0 54.0 Total Split (%)40.0% 40.0% 40.0% 40.0% 60.0% 60.0% 60.0% 60.0% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)25.8 25.8 55.2 55.2 55.2 55.2 Actuated g/C Ratio 0.29 0.29 0.61 0.61 0.61 0.61 v/c Ratio 0.87 0.54 0.01 0.65 0.02 0.60 Control Delay 54.4 22.0 14.8 21.1 9.0 14.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 54.4 22.0 14.8 21.1 9.0 14.1 LOS D C B C A B Approach Delay 54.4 22.0 21.0 14.1 Approach LOS D C C B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 25.1 Intersection LOS: C Intersection Capacity Utilization 70.3%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 17: Timberline Road & Conifer Street HCM 6th Signalized Intersection Summary 2045 Total PM - External 17: Timberline Road & Conifer Street 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 82 260 5 42 168 10 5 613 61 5 479 132 Future Volume (veh/h) 82 260 5 42 168 10 5 613 61 5 479 132 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 89 283 5 46 183 11 5 666 66 5 521 143 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 135 347 6 99 349 19 407 1065 106 541 899 247 Arrive On Green 0.09 0.09 0.09 0.26 0.26 0.26 1.00 1.00 1.00 0.64 0.64 0.64 Sat Flow, veh/h 323 1315 22 196 1322 73 772 1675 166 724 1413 388 Grp Volume(v), veh/h 377 0 0 240 0 0 5 0 732 5 0 664 Grp Sat Flow(s),veh/h/ln 1660 0 0 1590 0 0 772 0 1840 724 0 1801 Q Serve(g_s), s 9.4 0.0 0.0 0.0 0.0 0.0 0.2 0.0 0.0 0.2 0.0 19.1 Cycle Q Clear(g_c), s 20.1 0.0 0.0 10.8 0.0 0.0 19.3 0.0 0.0 0.2 0.0 19.1 Prop In Lane 0.24 0.01 0.19 0.05 1.00 0.09 1.00 0.22 Lane Grp Cap(c), veh/h 487 0 0 467 0 0 407 0 1171 541 0 1146 V/C Ratio(X)0.77 0.00 0.00 0.51 0.00 0.00 0.01 0.00 0.63 0.01 0.00 0.58 Avail Cap(c_a), veh/h 629 0 0 608 0 0 407 0 1171 541 0 1146 HCM Platoon Ratio 0.33 0.33 0.33 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I)0.50 0.00 0.00 0.99 0.00 0.00 0.13 0.00 0.13 1.00 0.00 1.00 Uniform Delay (d), s/veh 39.3 0.0 0.0 28.1 0.0 0.0 3.2 0.0 0.0 6.0 0.0 9.4 Incr Delay (d2), s/veh 2.3 0.0 0.0 0.9 0.0 0.0 0.0 0.0 0.3 0.0 0.0 2.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 9.2 0.0 0.0 4.4 0.0 0.0 0.0 0.0 0.1 0.0 0.0 7.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 41.6 0.0 0.0 29.0 0.0 0.0 3.2 0.0 0.3 6.0 0.0 11.6 LnGrp LOS D A A C A A A A A A A B Approach Vol, veh/h 377 240 737 669 Approach Delay, s/veh 41.6 29.0 0.4 11.5 Approach LOS D C A B Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 61.8 28.2 61.8 28.2 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 49.5 31.5 49.5 31.5 Max Q Clear Time (g_c+I1), s 21.3 22.1 21.1 12.8 Green Ext Time (p_c), s 6.0 1.6 5.3 1.3 Intersection Summary HCM 6th Ctrl Delay 15.1 HCM 6th LOS B Timings 2045 Total AM - External 18: Conifer Street & Giddings Road 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 163 28 387 589 160 Future Volume (vph) 163 28 387 589 160 Turn Type Prot Perm NA NA Perm Protected Phases 4 2 6 Permitted Phases 2 6 Detector Phase 4 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 Total Split (s)28.0 62.0 62.0 62.0 62.0 Total Split (%)31.1% 68.9% 68.9% 68.9% 68.9% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None C-Max C-Max C-Max C-Max Act Effct Green (s)15.5 65.5 65.5 65.5 65.5 Actuated g/C Ratio 0.17 0.73 0.73 0.73 0.73 v/c Ratio 0.68 0.06 0.31 0.47 0.15 Control Delay 41.9 5.0 5.7 7.2 1.1 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 41.9 5.0 5.7 7.2 1.1 LOS D A A A A Approach Delay 41.9 5.6 5.9 Approach LOS D A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.68 Intersection Signal Delay: 10.9 Intersection LOS: B Intersection Capacity Utilization 49.4%ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 18: Conifer Street & Giddings Road HCM 6th Signalized Intersection Summary 2045 Total AM - External 18: Conifer Street & Giddings Road 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 163 30 28 387 589 160 Future Volume (veh/h) 163 30 28 387 589 160 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 177 33 30 421 640 174 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 211 39 576 1414 1414 1198 Arrive On Green 0.14 0.14 0.76 0.76 0.76 0.76 Sat Flow, veh/h 1466 273 789 1870 1870 1585 Grp Volume(v), veh/h 211 0 30 421 640 174 Grp Sat Flow(s),veh/h/ln 1748 0 789 1870 1870 1585 Q Serve(g_s), s 10.6 0.0 1.3 6.4 11.4 2.7 Cycle Q Clear(g_c), s 10.6 0.0 12.7 6.4 11.4 2.7 Prop In Lane 0.84 0.16 1.00 1.00 Lane Grp Cap(c), veh/h 252 0 576 1414 1414 1198 V/C Ratio(X)0.84 0.00 0.05 0.30 0.45 0.15 Avail Cap(c_a), veh/h 456 0 576 1414 1414 1198 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.88 0.00 1.00 1.00 0.56 0.56 Uniform Delay (d), s/veh 37.5 0.0 6.4 3.5 4.1 3.0 Incr Delay (d2), s/veh 6.5 0.0 0.2 0.5 0.6 0.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 4.9 0.0 0.2 2.0 3.4 0.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 44.0 0.0 6.6 4.0 4.7 3.1 LnGrp LOS D A A A A A Approach Vol, veh/h 211 451 814 Approach Delay, s/veh 44.0 4.2 4.3 Approach LOS D A A Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 72.5 17.5 72.5 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 23.5 57.5 Max Q Clear Time (g_c+I1), s 14.7 12.6 13.4 Green Ext Time (p_c), s 3.2 0.4 5.8 Intersection Summary HCM 6th Ctrl Delay 10.0 HCM 6th LOS A Timings 2045 Total PM - External 18: Conifer Street & Giddings Road 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) 265 10 745 547 157 Future Volume (vph) 265 10 745 547 157 Turn Type Prot Perm NA NA Perm Protected Phases 4 2 6 Permitted Phases 2 6 Detector Phase 4 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 Total Split (s)30.2 59.8 59.8 59.8 59.8 Total Split (%)33.6% 66.4% 66.4% 66.4% 66.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None C-Max C-Max C-Max C-Max Act Effct Green (s)20.5 60.5 60.5 60.5 60.5 Actuated g/C Ratio 0.23 0.67 0.67 0.67 0.67 v/c Ratio 0.78 0.02 0.65 0.48 0.15 Control Delay 40.8 6.6 12.6 15.2 4.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 40.8 6.6 12.6 15.2 4.8 LOS D A B B A Approach Delay 40.8 12.6 12.9 Approach LOS D B B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 17.4 Intersection LOS: B Intersection Capacity Utilization 62.9%ICU Level of Service B Analysis Period (min) 15 Splits and Phases: 18: Conifer Street & Giddings Road HCM 6th Signalized Intersection Summary 2045 Total PM - External 18: Conifer Street & Giddings Road 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (veh/h) 265 25 10 745 547 157 Future Volume (veh/h) 265 25 10 745 547 157 Initial Q (Qb), veh 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 288 27 11 810 595 171 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 Cap, veh/h 326 31 470 1303 1303 1105 Arrive On Green 0.20 0.20 0.70 0.70 0.70 0.70 Sat Flow, veh/h 1607 151 702 1870 1870 1585 Grp Volume(v), veh/h 316 0 11 810 595 171 Grp Sat Flow(s),veh/h/ln 1763 0 702 1870 1870 1585 Q Serve(g_s), s 15.7 0.0 0.6 20.8 12.7 3.3 Cycle Q Clear(g_c), s 15.7 0.0 13.4 20.8 12.7 3.3 Prop In Lane 0.91 0.09 1.00 1.00 Lane Grp Cap(c), veh/h 358 0 470 1303 1303 1105 V/C Ratio(X)0.88 0.00 0.02 0.62 0.46 0.15 Avail Cap(c_a), veh/h 503 0 470 1303 1303 1105 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.40 0.00 1.00 1.00 0.54 0.54 Uniform Delay (d), s/veh 34.8 0.0 9.0 7.3 6.1 4.6 Incr Delay (d2), s/veh 5.7 0.0 0.1 2.2 0.6 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 7.1 0.0 0.1 7.5 4.3 0.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.5 0.0 9.1 9.5 6.7 4.8 LnGrp LOS D A A A A A Approach Vol, veh/h 316 821 766 Approach Delay, s/veh 40.5 9.5 6.3 Approach LOS D A A Timer - Assigned Phs 2 4 6 Phs Duration (G+Y+Rc), s 67.2 22.8 67.2 Change Period (Y+Rc), s 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.3 25.7 55.3 Max Q Clear Time (g_c+I1), s 22.8 17.7 14.7 Green Ext Time (p_c), s 7.2 0.6 5.3 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B Notes User approved volume balancing among the lanes for turning movement. HCM 6th TWSC 2045 Total AM - External 19: Suniga Road & Turnberry Road 05/26/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 6.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 65 394 638 10 20 354 Future Vol, veh/h 65 394 638 10 20 354 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 150 0 Veh in Median Storage, # - 0 0 - 2 - Grade, %- 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 71 428 693 11 22 385 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 704 0 - 0 1269 699 Stage 1 - - -- 699 - Stage 2 - - -- 570 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - -- 5.42 - Critical Hdwy Stg 2 - - -- 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver *827 - - - *129 *552 Stage 1 - - -- *521 - Stage 2 - - -- *566 - Platoon blocked, % 1 - - - 1 1 Mov Cap-1 Maneuver *827 - -- *118 *552 Mov Cap-2 Maneuver - - -- *363 - Stage 1 - - -- *476 - Stage 2 - - -- *566 - Approach EB WB SB HCM Control Delay, s 1.4 0 24.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1SBLn2 Capacity (veh/h)* 827 - - - 363 552 HCM Lane V/C Ratio 0.085 - - - 0.06 0.697 HCM Control Delay (s)9.8 - -- 15.5 25.2 HCM Lane LOS A - - - C D HCM 95th %tile Q(veh)0.3 - - - 0.2 5.5 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2045 Total PM - External 19: Suniga Road & Turnberry Road 05/26/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 117 634 644 65 100 198 Future Vol, veh/h 117 634 644 65 100 198 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 150 0 Veh in Median Storage, # - 0 0 - 2 - Grade, %- 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 127 689 700 71 109 215 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 771 0 - 0 1679 736 Stage 1 - - -- 736 - Stage 2 - - -- 943 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - -- 5.42 - Critical Hdwy Stg 2 - - -- 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 844 - - - ~ 104 419 Stage 1 - - -- 474 - Stage 2 - - -- 379 - Platoon blocked, %- - - Mov Cap-1 Maneuver 844 - -- ~ 88 419 Mov Cap-2 Maneuver - - -- 275 - Stage 1 - - -- 403 - Stage 2 - - -- 379 - Approach EB WB SB HCM Control Delay, s 1.6 0 23.7 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1SBLn2 Capacity (veh/h)844 - - - 275 419 HCM Lane V/C Ratio 0.151 - - - 0.395 0.514 HCM Control Delay (s) 10 - - - 26.4 22.3 HCM Lane LOS B - - - D C HCM 95th %tile Q(veh)0.5 - - - 1.8 2.9 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon Timings 2045 Total AM - External 20: Timberline Road & Suniga Road 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) 127 257 187 416 65 331 20 435 Future Volume (vph) 127 257 187 416 65 331 20 435 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)41.0 41.0 41.0 41.0 49.0 49.0 49.0 49.0 Total Split (%)45.6% 45.6% 45.6% 45.6% 54.4% 54.4% 54.4% 54.4% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)29.0 29.0 29.0 29.0 52.0 52.0 52.0 52.0 Actuated g/C Ratio 0.32 0.32 0.32 0.32 0.58 0.58 0.58 0.58 v/c Ratio 1.09 0.55 0.88 0.77 0.24 0.48 0.05 0.63 Control Delay 136.6 26.8 63.3 36.0 12.6 10.4 15.2 18.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 136.6 26.8 63.3 36.0 12.6 10.4 15.2 18.2 LOS F C E D B B B B Approach Delay 59.3 44.3 10.7 18.1 Approach LOS E D B B Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.09 Intersection Signal Delay: 31.8 Intersection LOS: C Intersection Capacity Utilization 81.7%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 20: Timberline Road & Suniga Road HCM 6th Signalized Intersection Summary 2045 Total AM - External 20: Timberline Road & Suniga Road 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 127 257 45 187 416 10 65 331 128 20 435 166 Future Volume (veh/h) 127 257 45 187 416 10 65 331 128 20 435 166 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 138 279 49 203 452 11 71 360 139 22 473 180 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 243 589 103 337 691 17 485 668 258 547 671 255 Arrive On Green 0.38 0.38 0.38 0.38 0.38 0.38 1.00 1.00 1.00 1.00 1.00 1.00 Sat Flow, veh/h 929 1549 272 1052 1818 44 779 1285 496 899 1291 491 Grp Volume(v), veh/h 138 0 328 203 0 463 71 0 499 22 0 653 Grp Sat Flow(s),veh/h/ln 929 0 1821 1052 0 1862 779 0 1781 899 0 1782 Q Serve(g_s), s 12.9 0.0 12.2 16.3 0.0 18.5 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 31.4 0.0 12.2 28.5 0.0 18.5 0.0 0.0 0.0 0.0 0.0 0.0 Prop In Lane 1.00 0.15 1.00 0.02 1.00 0.28 1.00 0.28 Lane Grp Cap(c), veh/h 243 0 693 337 0 708 485 0 926 547 0 926 V/C Ratio(X)0.57 0.00 0.47 0.60 0.00 0.65 0.15 0.00 0.54 0.04 0.00 0.71 Avail Cap(c_a), veh/h 266 0 739 363 0 755 485 0 926 547 0 926 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 0.73 0.00 0.73 0.89 0.00 0.89 Uniform Delay (d), s/veh 35.9 0.0 21.1 31.9 0.0 23.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 2.4 0.0 0.5 2.5 0.0 1.9 0.5 0.0 1.6 0.1 0.0 4.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.0 0.0 5.1 4.3 0.0 8.1 0.1 0.0 0.4 0.0 0.0 1.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.3 0.0 21.6 34.3 0.0 24.9 0.5 0.0 1.6 0.1 0.0 4.0 LnGrp LOS D A C C A C A A A A A A Approach Vol, veh/h 466 666 570 675 Approach Delay, s/veh 26.5 27.7 1.5 3.9 Approach LOS C C A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 51.3 38.7 51.3 38.7 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 44.5 36.5 44.5 36.5 Max Q Clear Time (g_c+I1), s 2.0 33.4 2.0 30.5 Green Ext Time (p_c), s 4.4 0.8 5.7 2.0 Intersection Summary HCM 6th Ctrl Delay 14.4 HCM 6th LOS B Timings 2045 Total PM - External 20: Timberline Road & Suniga Road 05/25/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph) 177 517 183 393 125 544 5 379 Future Volume (vph) 177 517 183 393 125 544 5 379 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)47.0 47.0 47.0 47.0 43.0 43.0 43.0 43.0 Total Split (%)52.2% 52.2% 52.2% 52.2% 47.8% 47.8% 47.8% 47.8% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)42.5 42.5 42.5 42.5 38.5 38.5 38.5 38.5 Actuated g/C Ratio 0.47 0.47 0.47 0.47 0.43 0.43 0.43 0.43 v/c Ratio 0.57 0.74 1.12 0.50 0.96 1.08 0.06 0.80 Control Delay 25.7 25.4 130.2 18.8 45.2 62.0 31.2 40.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 25.7 25.4 130.2 18.8 45.2 62.0 31.2 40.6 LOS C C F B D E C D Approach Delay 25.4 53.6 59.7 40.6 Approach LOS C D E D Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 1.12 Intersection Signal Delay: 45.2 Intersection LOS: D Intersection Capacity Utilization 103.5%ICU Level of Service G Analysis Period (min) 15 Splits and Phases: 20: Timberline Road & Suniga Road HCM 6th Signalized Intersection Summary 2045 Total PM - External 20: Timberline Road & Suniga Road 05/25/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 177 517 75 183 393 10 125 544 226 5 379 191 Future Volume (veh/h) 177 517 75 183 393 10 125 544 226 5 379 191 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 192 562 82 199 427 11 136 591 246 5 412 208 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 375 753 110 226 857 22 160 537 223 80 501 253 Arrive On Green 0.47 0.47 0.47 0.47 0.47 0.47 0.57 0.57 0.57 0.29 0.29 0.29 Sat Flow, veh/h 951 1596 233 786 1815 47 804 1254 522 657 1172 592 Grp Volume(v), veh/h 192 0 644 199 0 438 136 0 837 5 0 620 Grp Sat Flow(s),veh/h/ln 951 0 1828 786 0 1862 804 0 1776 657 0 1764 Q Serve(g_s), s 15.7 0.0 25.8 16.7 0.0 14.6 9.0 0.0 38.5 0.0 0.0 29.5 Cycle Q Clear(g_c), s 30.3 0.0 25.8 42.5 0.0 14.6 38.5 0.0 38.5 38.5 0.0 29.5 Prop In Lane 1.00 0.13 1.00 0.03 1.00 0.29 1.00 0.34 Lane Grp Cap(c), veh/h 375 0 863 226 0 879 160 0 760 80 0 755 V/C Ratio(X)0.51 0.00 0.75 0.88 0.00 0.50 0.85 0.00 1.10 0.06 0.00 0.82 Avail Cap(c_a), veh/h 375 0 863 226 0 879 160 0 760 80 0 755 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.33 1.33 1.33 0.67 0.67 0.67 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 0.09 0.00 0.09 0.77 0.00 0.77 Uniform Delay (d), s/veh 26.9 0.0 19.4 38.9 0.0 16.4 36.0 0.0 19.4 51.4 0.0 28.9 Incr Delay (d2), s/veh 1.2 0.0 3.6 30.8 0.0 0.4 5.3 0.0 47.9 1.2 0.0 7.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 0.0 11.1 6.3 0.0 6.0 3.1 0.0 22.3 0.1 0.0 14.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.0 0.0 22.9 69.7 0.0 16.8 41.3 0.0 67.3 52.5 0.0 36.6 LnGrp LOS C A C E A B D A F D A D Approach Vol, veh/h 836 637 973 625 Approach Delay, s/veh 24.1 33.3 63.6 36.7 Approach LOS C C E D Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 43.0 47.0 43.0 47.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 38.5 42.5 38.5 42.5 Max Q Clear Time (g_c+I1), s 40.5 32.3 40.5 44.5 Green Ext Time (p_c), s 0.0 3.9 0.0 0.0 Intersection Summary HCM 6th Ctrl Delay 41.1 HCM 6th LOS D Internal Intersection LOS Worksheets HCM 6th TWSC 2045 Total AM - Internal 1: Access & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 331 0 5 157 1 10 Future Vol, veh/h 331 0 5 157 1 10 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, %0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 360 0 5 171 1 11 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 360 0 541 360 Stage 1 - - -- 360 - Stage 2 - - -- 181 - Critical Hdwy -- 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - -- 5.42 - Critical Hdwy Stg 2 - - -- 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1199 - 502 684 Stage 1 - - -- 706 - Stage 2 - - -- 850 - Platoon blocked, % - - - Mov Cap-1 Maneuver -- 1199 - 500 684 Mov Cap-2 Maneuver - - -- 635 - Stage 1 - - -- 706 - Stage 2 - - -- 847 - Approach EB WB NB HCM Control Delay, s 0 0.2 10.4 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)679 - - 1199 - HCM Lane V/C Ratio 0.018 - - 0.005 - HCM Control Delay (s) 10.4 - - 8 - HCM Lane LOS B - - A - HCM 95th %tile Q(veh)0.1 - - 0 - HCM 6th TWSC 2045 Total PM - Internal 1: Access & Richard Lake Road 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 195 1 13 149 1 9 Future Vol, veh/h 195 1 13 149 1 9 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0 - 0 - Veh in Median Storage, # 0 - - 0 2 - Grade, %0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 212 1 14 162 1 10 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 213 0 403 213 Stage 1 - - -- 213 - Stage 2 - - -- 190 - Critical Hdwy -- 4.12 - 6.42 6.22 Critical Hdwy Stg 1 - - -- 5.42 - Critical Hdwy Stg 2 - - -- 5.42 - Follow-up Hdwy - - 2.218 - 3.518 3.318 Pot Cap-1 Maneuver - - 1357 - 603 827 Stage 1 - - -- 823 - Stage 2 - - -- 842 - Platoon blocked, % - - - Mov Cap-1 Maneuver -- 1357 - 597 827 Mov Cap-2 Maneuver - - -- 713 - Stage 1 - - -- 823 - Stage 2 - - -- 834 - Approach EB WB NB HCM Control Delay, s 0 0.6 9.5 HCM LOS A Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)814 - - 1357 - HCM Lane V/C Ratio 0.013 - - 0.01 - HCM Control Delay (s)9.5 - - 7.7 - HCM Lane LOS A - - A - HCM 95th %tile Q(veh) 0 - - 0 - HCM 6th TWSC 2045 Total AM - Internal 2: Maple Hill Drive & Access 06/08/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 53 53 22 138 86 23 Future Vol, veh/h 53 53 22 138 86 23 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - 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 58 24 150 93 25 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 174 0 - 0 273 99 Stage 1 - - -- 99 - Stage 2 - - -- 174 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - -- 5.42 - Critical Hdwy Stg 2 - - -- 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1403 - - - 716 957 Stage 1 - - -- 925 - Stage 2 - - -- 856 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1403 - -- 685 957 Mov Cap-2 Maneuver - - -- 685 - Stage 1 - - -- 885 - Stage 2 - - -- 856 - Approach EB WB SB HCM Control Delay, s 3.8 0 10.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1403 - - - 729 HCM Lane V/C Ratio 0.041 - - - 0.163 HCM Control Delay (s)7.7 0 -- 10.9 HCM Lane LOS A A - - B HCM 95th %tile Q(veh)0.1 - - - 0.6 HCM 6th TWSC 2045 Total PM - Internal 2: Maple Hill Drive & Access 06/08/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 4.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 53 53 22 138 86 23 Future Vol, veh/h 53 53 22 138 86 23 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - 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 58 24 150 93 25 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 174 0 - 0 273 99 Stage 1 - - -- 99 - Stage 2 - - -- 174 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - -- 5.42 - Critical Hdwy Stg 2 - - -- 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 1403 - - - 716 957 Stage 1 - - -- 925 - Stage 2 - - -- 856 - Platoon blocked, %- - - Mov Cap-1 Maneuver 1403 - -- 685 957 Mov Cap-2 Maneuver - - -- 685 - Stage 1 - - -- 885 - Stage 2 - - -- 856 - Approach EB WB SB HCM Control Delay, s 3.8 0 10.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1403 - - - 729 HCM Lane V/C Ratio 0.041 - - - 0.163 HCM Control Delay (s)7.7 0 -- 10.9 HCM Lane LOS A A - - B HCM 95th %tile Q(veh)0.1 - - - 0.6 Timings 2045 Total AM - Internal 3: Giddings Road & Timberline Road 06/08/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)5 21 92 13 228 460 10 247 Future Volume (vph)5 21 92 13 228 460 10 247 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)44.0 44.0 44.0 44.0 46.0 46.0 46.0 46.0 Total Split (%)48.9% 48.9% 48.9% 48.9% 51.1% 51.1% 51.1% 51.1% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)13.8 13.8 67.2 67.2 67.2 67.2 Actuated g/C Ratio 0.15 0.15 0.75 0.75 0.75 0.75 v/c Ratio 0.45 0.91 0.30 0.49 0.02 0.20 Control Delay 12.5 92.8 4.9 6.8 4.4 4.4 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 12.5 92.8 4.9 6.8 4.4 4.4 LOS B F A A A A Approach Delay 12.5 92.8 6.3 4.4 Approach LOS B F A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.91 Intersection Signal Delay: 13.6 Intersection LOS: B Intersection Capacity Utilization 68.0%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: Giddings Road & Timberline Road HCM 6th Signalized Intersection Summary 2045 Total AM - Internal 3: Giddings Road & Timberline Road 06/08/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 21 127 92 13 6 228 460 153 10 247 11 Future Volume (veh/h) 5 21 127 92 13 6 228 460 153 10 247 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 5 23 138 100 14 7 248 500 166 11 268 12 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 44 38 201 195 25 9 862 1014 337 549 1341 60 Arrive On Green 0.15 0.15 0.15 0.15 0.15 0.15 0.75 0.75 0.75 0.75 0.75 0.75 Sat Flow, veh/h 19 261 1381 839 174 62 1099 1344 446 770 1776 80 Grp Volume(v), veh/h 166 0 0 121 0 0 248 0 666 11 0 280 Grp Sat Flow(s),veh/h/ln 1661 0 0 1075 0 0 1099 0 1790 770 0 1856 Q Serve(g_s), s 0.0 0.0 0.0 1.7 0.0 0.0 7.6 0.0 13.1 0.5 0.0 3.9 Cycle Q Clear(g_c), s 8.7 0.0 0.0 10.4 0.0 0.0 11.5 0.0 13.1 13.6 0.0 3.9 Prop In Lane 0.03 0.83 0.83 0.06 1.00 0.25 1.00 0.04 Lane Grp Cap(c), veh/h 282 0 0 229 0 0 862 0 1351 549 0 1401 V/C Ratio(X)0.59 0.00 0.00 0.53 0.00 0.00 0.29 0.00 0.49 0.02 0.00 0.20 Avail Cap(c_a), veh/h 756 0 0 609 0 0 862 0 1351 549 0 1401 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 0.66 0.00 0.66 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.6 0.0 0.0 37.4 0.0 0.0 4.8 0.0 4.3 7.0 0.0 3.2 Incr Delay (d2), s/veh 1.9 0.0 0.0 1.9 0.0 0.0 0.6 0.0 0.9 0.1 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 0.0 0.0 2.7 0.0 0.0 1.5 0.0 3.8 0.1 0.0 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.6 0.0 0.0 39.3 0.0 0.0 5.4 0.0 5.2 7.0 0.0 3.5 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 166 121 914 291 Approach Delay, s/veh 38.6 39.3 5.2 3.6 Approach LOS D D A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 72.4 17.6 72.4 17.6 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 41.5 39.5 41.5 39.5 Max Q Clear Time (g_c+I1), s 15.1 10.7 15.6 12.4 Green Ext Time (p_c), s 6.5 1.0 1.8 0.7 Intersection Summary HCM 6th Ctrl Delay 11.4 HCM 6th LOS B Timings 2045 Total PM - Internal 3: Giddings Road & Timberline Road 06/08/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)5 21 92 13 228 460 10 247 Future Volume (vph)5 21 92 13 228 460 10 247 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)28.0 28.0 28.0 28.0 62.0 62.0 62.0 62.0 Total Split (%)31.1% 31.1% 31.1% 31.1% 68.9% 68.9% 68.9% 68.9% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)14.7 14.7 66.3 66.3 66.3 66.3 Actuated g/C Ratio 0.16 0.16 0.74 0.74 0.74 0.74 v/c Ratio 0.43 0.82 0.31 0.50 0.02 0.21 Control Delay 11.7 73.2 8.5 10.3 4.8 4.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 11.7 73.2 8.5 10.3 4.8 4.8 LOS B E A B A A Approach Delay 11.7 73.2 9.8 4.8 Approach LOS B E A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.82 Intersection Signal Delay: 14.2 Intersection LOS: B Intersection Capacity Utilization 68.0%ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 3: Giddings Road & Timberline Road HCM 6th Signalized Intersection Summary 2045 Total PM - Internal 3: Giddings Road & Timberline Road 06/08/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 21 127 92 13 6 228 460 153 10 247 11 Future Volume (veh/h) 5 21 127 92 13 6 228 460 153 10 247 11 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 5 23 138 100 14 7 248 500 166 11 268 12 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 44 37 197 192 25 9 865 1018 338 553 1346 60 Arrive On Green 0.14 0.14 0.14 0.14 0.14 0.14 0.76 0.76 0.76 0.76 0.76 0.76 Sat Flow, veh/h 19 262 1385 835 174 62 1099 1344 446 770 1776 80 Grp Volume(v), veh/h 166 0 0 121 0 0 248 0 666 11 0 280 Grp Sat Flow(s),veh/h/ln 1666 0 0 1071 0 0 1099 0 1790 770 0 1856 Q Serve(g_s), s 0.0 0.0 0.0 1.7 0.0 0.0 7.5 0.0 12.9 0.5 0.0 3.9 Cycle Q Clear(g_c), s 8.7 0.0 0.0 10.4 0.0 0.0 11.4 0.0 12.9 13.4 0.0 3.9 Prop In Lane 0.03 0.83 0.83 0.06 1.00 0.25 1.00 0.04 Lane Grp Cap(c), veh/h 279 0 0 226 0 0 865 0 1356 553 0 1406 V/C Ratio(X)0.60 0.00 0.00 0.54 0.00 0.00 0.29 0.00 0.49 0.02 0.00 0.20 Avail Cap(c_a), veh/h 470 0 0 379 0 0 865 0 1356 553 0 1406 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 0.66 0.00 0.66 1.00 0.00 1.00 Uniform Delay (d), s/veh 36.8 0.0 0.0 37.6 0.0 0.0 4.7 0.0 4.2 6.8 0.0 3.1 Incr Delay (d2), s/veh 2.0 0.0 0.0 2.0 0.0 0.0 0.6 0.0 0.8 0.1 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.6 0.0 0.0 2.7 0.0 0.0 1.5 0.0 3.7 0.1 0.0 1.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.9 0.0 0.0 39.6 0.0 0.0 5.3 0.0 5.1 6.9 0.0 3.4 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 166 121 914 291 Approach Delay, s/veh 38.9 39.6 5.1 3.6 Approach LOS D D A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 72.7 17.3 72.7 17.3 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 57.5 23.5 57.5 23.5 Max Q Clear Time (g_c+I1), s 14.9 10.7 15.4 12.4 Green Ext Time (p_c), s 7.1 0.7 1.9 0.4 Intersection Summary HCM 6th Ctrl Delay 11.4 HCM 6th LOS B HCM 6th Roundabout 2045 Total AM - Internal 4: Timberline Road & Country CLub Road 06/08/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.9 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 108 109 166 93 Demand Flow Rate, veh/h 110 111 169 95 Vehicles Circulating, veh/h 126 132 119 112 Vehicles Exiting, veh/h 80 156 117 131 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.8 3.8 4.2 3.6 Approach LOS A A A A Lane Left Left Left Left Designated Moves T T LR LR Assumed Moves T T LR LR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 110 111 169 95 Cap Entry Lane, veh/h 1213 1206 1222 1231 Entry HV Adj Factor 0.986 0.981 0.982 0.977 Flow Entry, veh/h 108 109 166 93 Cap Entry, veh/h 1196 1183 1200 1202 V/C Ratio 0.091 0.092 0.138 0.077 Control Delay, s/veh 3.8 3.8 4.2 3.6 LOS A A A A 95th %tile Queue, veh 0 0 0 0 HCM 6th Roundabout 2045 Total PM - Internal 4: Timberline Road & Country CLub Road 06/08/2022 Synchro 11 Report Page 1 Intersection Intersection Delay, s/veh 3.9 Intersection LOS A Approach EB WB NB SB Entry Lanes 1 1 1 1 Conflicting Circle Lanes 1 1 1 1 Adj Approach Flow, veh/h 108 109 166 93 Demand Flow Rate, veh/h 110 111 169 95 Vehicles Circulating, veh/h 126 132 119 112 Vehicles Exiting, veh/h 80 156 117 131 Ped Vol Crossing Leg, #/h 0 0 0 0 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 3.8 3.8 4.2 3.6 Approach LOS A A A A Lane Left Left Left Left Designated Moves T T LR LR Assumed Moves T T LR LR RT Channelized Lane Util 1.000 1.000 1.000 1.000 Follow-Up Headway, s 2.609 2.609 2.609 2.609 Critical Headway, s 4.976 4.976 4.976 4.976 Entry Flow, veh/h 110 111 169 95 Cap Entry Lane, veh/h 1213 1206 1222 1231 Entry HV Adj Factor 0.986 0.981 0.982 0.977 Flow Entry, veh/h 108 109 166 93 Cap Entry, veh/h 1196 1183 1200 1202 V/C Ratio 0.091 0.092 0.138 0.077 Control Delay, s/veh 3.8 3.8 4.2 3.6 LOS A A A A 95th %tile Queue, veh 0 0 0 0 Timings 2045 Total AM - Internal 5: Giddings Road & South Access 06/08/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)19 10 69 10 149 819 5 440 Future Volume (vph) 19 10 69 10 149 819 5 440 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)30.0 30.0 30.0 30.0 60.0 60.0 60.0 60.0 Total Split (%)33.3% 33.3% 33.3% 33.3% 66.7% 66.7% 66.7% 66.7% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)11.1 11.2 72.8 72.8 72.8 72.8 Actuated g/C Ratio 0.12 0.12 0.81 0.81 0.81 0.81 v/c Ratio 0.40 0.61 0.23 0.69 0.02 0.33 Control Delay 18.6 52.6 4.2 8.9 2.4 2.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.6 52.6 4.2 8.9 2.4 2.8 LOS B D A A A A Approach Delay 18.6 52.6 8.2 2.8 Approach LOS B D A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.69 Intersection Signal Delay: 9.4 Intersection LOS: A Intersection Capacity Utilization 77.4%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 5: Giddings Road & South Access HCM 6th Signalized Intersection Summary 2045 Total AM - Internal 5: Giddings Road & South Access 06/08/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 19 10 64 69 10 3 149 819 127 5 440 21 Future Volume (veh/h) 19 10 64 69 10 3 149 819 127 5 440 21 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 21 11 70 75 11 3 162 890 138 5 478 23 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 69 24 99 174 17 4 812 1290 200 397 1444 69 Arrive On Green 0.08 0.08 0.08 0.08 0.08 0.08 0.82 0.82 0.82 1.00 1.00 1.00 Sat Flow, veh/h 249 287 1173 1198 202 49 897 1581 245 549 1770 85 Grp Volume(v), veh/h 102 0 0 89 0 0 162 0 1028 5 0 501 Grp Sat Flow(s),veh/h/ln 1709 0 0 1449 0 0 897 0 1826 549 0 1855 Q Serve(g_s), s 0.0 0.0 0.0 0.2 0.0 0.0 3.7 0.0 21.3 0.2 0.0 0.0 Cycle Q Clear(g_c), s 5.0 0.0 0.0 5.3 0.0 0.0 3.7 0.0 21.3 21.6 0.0 0.0 Prop In Lane 0.21 0.69 0.84 0.03 1.00 0.13 1.00 0.05 Lane Grp Cap(c), veh/h 192 0 0 196 0 0 812 0 1490 397 0 1513 V/C Ratio(X)0.53 0.00 0.00 0.45 0.00 0.00 0.20 0.00 0.69 0.01 0.00 0.33 Avail Cap(c_a), veh/h 504 0 0 470 0 0 812 0 1490 397 0 1513 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 0.91 0.00 0.91 0.99 0.00 0.99 Uniform Delay (d), s/veh 40.1 0.0 0.0 40.1 0.0 0.0 1.9 0.0 3.5 3.1 0.0 0.0 Incr Delay (d2), s/veh 2.3 0.0 0.0 1.6 0.0 0.0 0.5 0.0 2.4 0.1 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 0.0 0.0 2.0 0.0 0.0 0.5 0.0 5.0 0.0 0.0 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.4 0.0 0.0 41.8 0.0 0.0 2.4 0.0 5.9 3.2 0.0 0.6 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 102 89 1190 506 Approach Delay, s/veh 42.4 41.8 5.4 0.6 Approach LOS D D A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 77.9 12.1 77.9 12.1 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 55.5 25.5 55.5 25.5 Max Q Clear Time (g_c+I1), s 23.3 7.0 23.6 7.3 Green Ext Time (p_c), s 12.4 0.5 3.6 0.4 Intersection Summary HCM 6th Ctrl Delay 7.8 HCM 6th LOS A Timings 2045 Total PM - Internal 5: Giddings Road & South Access 06/08/2022 Synchro 11 Report Page 1 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Configurations Traffic Volume (vph)19 10 69 10 149 819 5 440 Future Volume (vph) 19 10 69 10 149 819 5 440 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Detector Phase 4 4 8 8 2 2 6 6 Switch Phase Minimum Initial (s)5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s)22.5 22.5 22.5 22.5 22.5 22.5 22.5 22.5 Total Split (s)22.8 22.8 22.8 22.8 67.2 67.2 67.2 67.2 Total Split (%)25.3% 25.3% 25.3% 25.3% 74.7% 74.7% 74.7% 74.7% Yellow Time (s)3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s)1.0 1.0 1.0 1.0 1.0 1.0 1.0 1.0 Lost Time Adjust (s)0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s)4.5 4.5 4.5 4.5 4.5 4.5 Lead/Lag Lead-Lag Optimize? Recall Mode None None None None C-Max C-Max C-Max C-Max Act Effct Green (s)11.1 11.2 72.8 72.8 72.8 72.8 Actuated g/C Ratio 0.12 0.12 0.81 0.81 0.81 0.81 v/c Ratio 0.40 0.60 0.23 0.70 0.02 0.33 Control Delay 18.5 47.4 2.7 5.3 4.2 4.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 18.5 47.4 2.7 5.3 4.2 4.0 LOS B D A A A A Approach Delay 18.5 47.4 5.0 4.0 Approach LOS B D A A Intersection Summary Cycle Length: 90 Actuated Cycle Length: 90 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 7.4 Intersection LOS: A Intersection Capacity Utilization 77.4%ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 5: Giddings Road & South Access HCM 6th Signalized Intersection Summary 2045 Total PM - Internal 5: Giddings Road & South Access 06/08/2022 Synchro 11 Report Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 19 10 64 69 10 3 149 819 127 5 440 21 Future Volume (veh/h) 19 10 64 69 10 3 149 819 127 5 440 21 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT)1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 21 11 70 75 11 3 162 890 138 5 478 23 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 69 24 98 174 16 4 813 1291 200 528 1445 70 Arrive On Green 0.08 0.08 0.08 0.08 0.08 0.08 1.00 1.00 1.00 1.00 1.00 1.00 Sat Flow, veh/h 251 286 1176 1199 198 49 897 1581 245 549 1770 85 Grp Volume(v), veh/h 102 0 0 89 0 0 162 0 1028 5 0 501 Grp Sat Flow(s),veh/h/ln 1713 0 0 1445 0 0 897 0 1826 549 0 1855 Q Serve(g_s), s 0.0 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Cycle Q Clear(g_c), s 5.0 0.0 0.0 5.3 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Prop In Lane 0.21 0.69 0.84 0.03 1.00 0.13 1.00 0.05 Lane Grp Cap(c), veh/h 191 0 0 194 0 0 813 0 1491 528 0 1515 V/C Ratio(X)0.53 0.00 0.00 0.46 0.00 0.00 0.20 0.00 0.69 0.01 0.00 0.33 Avail Cap(c_a), veh/h 379 0 0 359 0 0 813 0 1491 528 0 1515 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 0.35 0.00 0.35 0.99 0.00 0.99 Uniform Delay (d), s/veh 40.2 0.0 0.0 40.2 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Incr Delay (d2), s/veh 2.3 0.0 0.0 1.7 0.0 0.0 0.2 0.0 0.9 0.0 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.3 0.0 0.0 2.0 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.2 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 42.5 0.0 0.0 41.9 0.0 0.0 0.2 0.0 0.9 0.0 0.0 0.6 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 102 89 1190 506 Approach Delay, s/veh 42.5 41.9 0.8 0.6 Approach LOS D D A A Timer - Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 78.0 12.0 78.0 12.0 Change Period (Y+Rc), s 4.5 4.5 4.5 4.5 Max Green Setting (Gmax), s 62.7 18.3 62.7 18.3 Max Q Clear Time (g_c+I1), s 2.0 7.0 2.0 7.3 Green Ext Time (p_c), s 14.6 0.3 3.8 0.3 Intersection Summary HCM 6th Ctrl Delay 5.0 HCM 6th LOS A HCM 6th TWSC 2045 Total AM - Internal 6: Mountain Vista Drive & West Access 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 62 605 481 113 85 79 Future Vol, veh/h 62 605 481 113 85 79 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 0 - Veh in Median Storage, # - 0 0 - 2 - Grade, %- 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 67 658 523 123 92 86 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 646 0 - 0 1048 323 Stage 1 - - -- 585 - Stage 2 - - -- 463 - 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 1183 - - - 340 *893 Stage 1 - - -- 778 - Stage 2 - - -- 600 - Platoon blocked, % 1 - - - 1 1 Mov Cap-1 Maneuver 1183 - -- 320 *893 Mov Cap-2 Maneuver - - -- 512 - Stage 1 - - -- 733 - Stage 2 - - -- 600 - Approach EB WB SB HCM Control Delay, s 0.8 0 12.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1183 - - - 644 HCM Lane V/C Ratio 0.057 - - - 0.277 HCM Control Delay (s)8.2 - -- 12.7 HCM Lane LOS A - - - B HCM 95th %tile Q(veh)0.2 - - - 1.1 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2045 Total PM - Internal 6: Mountain Vista Drive & West Access 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 2.2 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 103 602 559 149 89 92 Future Vol, veh/h 103 602 559 149 89 92 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 0 - Veh in Median Storage, # - 0 0 - 2 - Grade, %- 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 112 654 608 162 97 100 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 770 0 - 0 1240 385 Stage 1 - - -- 689 - Stage 2 - - -- 551 - 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 1087 - - - 259 *865 Stage 1 - - -- 724 - Stage 2 - - -- 541 - Platoon blocked, % 1 - - - 1 1 Mov Cap-1 Maneuver 1087 - -- 233 *865 Mov Cap-2 Maneuver - - -- 443 - Stage 1 - - -- 649 - Stage 2 - - -- 541 - Approach EB WB SB HCM Control Delay, s 1.3 0 14.1 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)1087 - - - 589 HCM Lane V/C Ratio 0.103 - - - 0.334 HCM Control Delay (s)8.7 - -- 14.1 HCM Lane LOS A - - - B HCM 95th %tile Q(veh)0.3 - - - 1.5 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2045 Total AM - Internal 7: Mountain Vista Drive & East Access 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 23 1029 975 19 55 66 Future Vol, veh/h 23 1029 975 19 55 66 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 0 - Veh in Median Storage, # - 0 0 - 2 - Grade, %- 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 25 1118 1060 21 60 72 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1081 0 - 0 1680 541 Stage 1 - - -- 1071 - Stage 2 - - -- 609 - 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 641 - - - *188 485 Stage 1 - - -- *290 - Stage 2 - - -- *622 - Platoon blocked, %- - - 1 Mov Cap-1 Maneuver 641 - -- *181 485 Mov Cap-2 Maneuver - - -- *261 - Stage 1 - - -- *279 - Stage 2 - - -- *622 - Approach EB WB SB HCM Control Delay, s 0.2 0 21.4 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)641 - - - 349 HCM Lane V/C Ratio 0.039 - - - 0.377 HCM Control Delay (s) 10.8 - - - 21.4 HCM Lane LOS B - - - C HCM 95th %tile Q(veh)0.1 - - - 1.7 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2045 Total PM - Internal 7: Mountain Vista Drive & East Access 05/25/2022 Synchro 11 Report Page 1 Intersection Int Delay, s/veh 1 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 64 976 1157 52 28 34 Future Vol, veh/h 64 976 1157 52 28 34 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 150 - - - 0 - Veh in Median Storage, # - 0 0 - 2 - Grade, %- 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 70 1061 1258 57 30 37 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 1315 0 - 0 1958 658 Stage 1 - - -- 1287 - Stage 2 - - -- 671 - 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 522 - - - *88 407 Stage 1 - - -- *223 - Stage 2 - - -- *652 - Platoon blocked, %- - - 1 Mov Cap-1 Maneuver 522 - -- *76 407 Mov Cap-2 Maneuver - - -- *179 - Stage 1 - - -- *193 - Stage 2 - - -- *652 - Approach EB WB SB HCM Control Delay, s 0.8 0 23.8 HCM LOS C Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h)522 - - - 258 HCM Lane V/C Ratio 0.133 - - - 0.261 HCM Control Delay (s) 13 - - - 23.8 HCM Lane LOS B - - - C HCM 95th %tile Q(veh)0.5 - - - 1 Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon External Intersection Signal Warrant Worksheets WARRANT 2 - FOUR HOUR VEHICULAR VOLUME WARRANT 2 - FOUR HOUR VEHICULAR VOLUME WARRANT 2 - FOUR HOUR VEHICULAR VOLUME WARRANT 2 - FOUR HOUR VEHICULAR VOLUME WARRANT 2 - FOUR HOUR VEHICULAR VOLUME WARRANT 2 - FOUR HOUR VEHICULAR VOLUME WARRANT 2 - FOUR HOUR VEHICULAR VOLUME WARRANT 2 - FOUR HOUR VEHICULAR VOLUME Internal Intersection Signal Warrant Worksheets WARRANT 2 - FOUR HOUR VEHICULAR VOLUME (70% FACTOR) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h (40 mph) ON MAJOR STREET) WARRANT 2 - FOUR HOUR VEHICULAR VOLUME (70% FACTOR) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h (40 mph) ON MAJOR STREET) Conceptual Site Plan Estimated Units By Type and Phase Unit Type Phase Total ID Name A B C D E F G H I J K L M N O #% SF % MF A Large Single Family 50 du 29 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 31 du 18 du 41 du 0 du 0 du 0 du 169 du 7% 39% MF B Med.Single Family 76 du 58 du 0 du 70 du 20 du 0 du 15 du 0 du 0 du 62 du 23 du 55 du 30 du 0 du 0 du 409 du 16% C Small Single Family 66 du 58 du 40 du 65 du 20 du 0 du 52 du 0 du 0 du 26 du 51 du 64 du 48 du 0 du 0 du 490 du 19% D Cottages 76 du 70 du 49 du 81 du 57 du 52 du 62 du 0 du 0 du 60 du 50 du 89 du 48 du 0 du 0 du 694 du 27% E Townhouse 0 du 60 du 47 du 102 du 95 du 71 du 68 du 31 du 90 du 68 du 89 du 32 du 66 du 0 du 0 du 819 du 32% F Small Multi-Family 0 du 61% SF 0% G Med. Multi-Family 0 du 36 du 18 du 126 du 216 du 198 du 162 du 270 du 306 du 54 du 72 du 0 du 36 du 0 du 0 du 1,494 du 90% H Live/Work 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0 du 0% J Mixed-Use 0 du 0 du 0 du 0 du 75 du 0 du 0 du 75 du 25 du 0 du 0 du 0 du 0 du 0 du 0 du 175 du 10% Sub-Total 268 du 311 du 154 du 444 du 483 du 321 du 359 du 376 du 421 du 301 du 303 du 281 du 228 du 0 du 0 du 4,250 du 100%100% Acreage 41.87 ac 45.06 ac 16.42 ac 51.60 ac 35.67 ac 20.64 ac 38.34 ac 16.17 ac 28.89 ac 33.88 ac 39.76 ac 50.69 ac 23.66 ac 30.00 ac 45.30 ac 517.95 ac Gross Density 7 du/ac 7 du/ac 10 du/ac 9 du/ac 14 du/ac 16 du/ac 10 du/ac 24 du/ac 15 du/ac 9 du/ac 8 du/ac 6 du/ac 10 du/ac 0 du/ac 0 du/ac Net Density 11 du/ac 12 du/ac 16 du/ac 15 du/ac 23 du/ac 26 du/ac 16 du/ac 39 du/ac 25 du/ac 15 du/ac 13 du/ac 10 du/ac 17 du/ac 0 du/ac 0 du/ac PUD calculation method Minimum Density (PUD)7 du/ac 7 du/ac 10 du/ac 10 du/ac n/a 18 du/ac 10 du/ac n/a n/a 7 du/ac 10 du/ac 7 du/ac 10 du/ac n/a n/a Minimum per PUD Add. ADU Density (PUD)6 du/ac 6 du/ac 3 du/ac 3 du/ac 2 du/ac 2 du/ac 3 du/ac 0 du/ac 0 du/ac 5 du/ac 3 du/ac 5 du/ac 3 du/ac n/a n/a Estimated per PUD Estimated Non-residential By Phase Unit Type Phase Total Name A B C D E F G H I J K L M N O Area Mixed-Use Commerical 0 sf 0 sf 0 sf 0 sf 39,787 sf 0 sf 0 sf 43,980 sf 21,027 sf 0 sf 0 sf 0 sf 0 sf 0 sf 0 sf 104,794 sf Stand-alone Commercial 0 sf 0 sf 3,600 sf 0 sf 11,052 sf 0 sf 0 sf 10,995 sf 21,027 sf 0 sf 0 sf 0 sf 11,160 sf 0 sf 0 sf 57,834 sf Employment 0 sf 0 sf 0 sf 0 sf 29,472 sf 0 sf 0 sf 29,320 sf 224,288 sf 0 sf 0 sf 0 sf 0 sf 210,000 sf 650,000 sf 1,143,080 sf Sub-Total 0 sf 0 sf 3,600 sf 0 sf 80,311 sf 0 sf 0 sf 84,295 sf 266,342 sf 0 sf 0 sf 0 sf 11,160 sf 210,000 sf 650,000 sf 1,305,708 sf Montava Yield Estimate By Phase May 26, 2021 $$$ $$ $ Phase N and O Concept Layout Overall Program Distribution Program Distribution Program Size Notes Phase A 41.87 ac Phase calculations are approximate, however they are reflected in the PUD. Phase boundaries are generally drawn down road centerlines or greenway corridors. Phase B 45.06 ac Phase C 16.42 ac Phase D 51.60 ac Phase E 35.67 ac Phase F 20.64 ac Phase G 38.34 ac Phase H 16.17 ac Phase I 28.89 ac Phase J 33.88 ac Phase K 39.76 ac Phase L 50.69 ac Phase M 23.66 ac Phase N 30.00 ac Phase O 45.30 ac Gross Developable 517.95 ac Elementary School 16.00 ac Middle / High Schools 108.00 ac Per agreement Total Schools 124.00 ac City Park 87.00 ac Agreement is between 80 and 100 acresStormwater / Natural 189.00 ac Approximate Farm 45.00 ac Approximate