HomeMy WebLinkAboutIMPALA REDEVELOPMENT - FDP230001 - SUBMITTAL DOCUMENTS - ROUND 1 - TRAFFIC STUDY
This document, together with the concepts and recommendations presented herein, as an instrument of service, is intended only for the
specific purpose and client for which it was prepared. Reuse of and improper reliance on this document without written authorization from
Kellar Engineering LLC shall be without liability to Kellar Engineering LLC.
Impala Multi-Family
306 & 400 Impala Circle, Fort Collins, CO
Traffic Impact Study
KE Job #2022-017
Prepared for:
Studio Architecture
2995 55th Street, #17983
Boulder, CO 80301
Prepared by:
skellar@kellarengineering.com
www.kellarengineering.com
970.219.1602 phone
November 15, 2022
Sean K. Kellar, PE, PTOE
Impala Multi-Family TIS -Page 1
TABLE OF CONTENTS
Page
1.0 Introduction 3
2.0 Existing Conditions and Roadway Network 3
2.1 Recent Traffic Volumes 3
3.0 Pedestrian Facilities 6
4.0 Proposed Development 6
4.1 Trip Generation 6
4.2 Trip Distribution 6
4.3 Traffic Assignment 7
4.4 Short Range Total Peak Hour Traffic 7
5.0 Traffic Operation Analysis 7
5.1 Analysis Methodology 8
5.2 Intersection Operational Analysis 8
6.0 Findings 18
List of Figures: Page
Figure 1: Vicinity Map 4
Figure 2: Site Plan 5
Figure 3: Recent Peak Hour Traffic 11
Figure 4: 2025 Background Peak Hour Traffic 12
Figure 5: Trip Distribution 13
Figure 6: Site Generated Traffic 14
Figure 7: 2025 Short Range Total Peak Hour Traffic 15
Impala Multi-Family TIS -Page 2
TABLE OF CONTENTS (continued)
List of Tables: Page
Table 1: Trip Generation (Total Units) 9
Table 1b: Trip Generation (New – Removed Units) 10
Table 2: Recent Peak Hour Operations 16
Table 3: 2025 Background Peak Hour LOS Operations 16
Table 4: 2025 Short Range Total Peak Hour LOS Operations 17
Appendices: Page
Appendix A: Recent Traffic Counts 20
Appendix B: TIS Scoping 22
Appendix C: ITE Code 221 27
Appendix D: Level of Service (LOS) Tables 30
Appendix E: Aerial Image 31
Appendix F: HCM Calculations (Synchro) 33
Impala Multi-Family TIS -Page 3
1.0 Introduction
This Traffic Impact Study (TIS) is for the proposed Impala Multi-Family project located at 306
Impala Circle in Fort Collins, CO. The purpose of this TIS is to identify project traffic generation
characteristics, to identify potential traffic related impacts on the adjacent street system, and to
develop mitigation measures required for identified traffic impacts.
Kellar Engineering LLC (KE) has prepared the TIS to document the results of anticipated traffic
conditions in accordance with the Larimer County Urban Area Street Standards (LCUASS) and
to identify any projected impacts to the transportation system. The project is anticipated to
generate a total of approximately 338 daily weekday trips, 22 AM total peak hour trips, and 28
PM total peak hour trips. See Table 1: Trip Generation.
2.0 Existing Conditions and Roadway Network
The project site is located at 306 Impala Drive, north of the intersection of Mulberry Street and
Impala Drive in Fort Collins, CO. Mulberry Street is an east/west arterial roadway with two thru
lanes, auxiliary turn lanes, bike lanes, sidewalks, and a posted speed of 35 mph. This portion of
Mulberry Street is classified as a 2 Lane Arterial on the City of Fort Collins Master Street Plan.
Impala Drive is a north/south local roadway with one thru lane in each direction, sidewalks, and
a posted speed of 20 mph. Impala Drive is classified as a local street adjacent to the project
site on the Fort Collins Master Street Plan. The intersection of Mulberry Street and Impala Drive
is signalized with a 4-section head phasing the eastbound left-turn lane on Mulberry Street; a 3-
section heading facing the westbound traffic on Mulberry Street; and a 3-section head facing
southbound traffic on Impala Drive.
2.1 Recent Traffic Volumes
Recent peak hour turning movement counts were conducted. The traffic counts were conducted
by All Traffic Data Services Inc. on Wednesday, March 30, 2022 when Poudre High School was
in session during the peak hours of adjacent street traffic in 15-minute intervals from 7:00 AM to
9:00 AM and 3:30 PM to 5:30 PM. The peak hour traffic counts were coordinated to be counted
during the peak start and dismissal times of Poudre High School. These turning movement
counts are shown in Figure 3 with the count sheets provided in Appendix A.
Impala Multi-Family TIS -Page 4
Figure 1: Vicinity Map
Impala Multi-Family TIS -Page 5
Figure 2: Site Plan
Impala Multi-Family TIS -Page 6
3.0 Pedestrian Facilities
Bike lanes, sharrow pavement markings, and sidewalks exist adjacent to the project site.
Additionally, a 2-way buffered bike lane exists along the west side of Impala Drive near
the project site. It is recommended that the project add additional “sharrow” pavement
markings for northbound traffic on Impala Drive north of the intersection of Mulberry
Street and Impala Drive. These sidewalks and bike facilities provide adequate
pedestrian and bicycle facilities.
4.0 Proposed Development
The proposed project consists of a total of 62 multi-family dwelling units. Additionally,
the project proposes to remove a total of 13 existing dwelling units within the project
limits. Therefore, the project adds a net of 49 dwelling units to the existing dwelling
units on the project site. Also, the project is proposing to remove 2 existing dwelling
units and add 6 dwelling units to the portion of the project near the Mulberry Street
access. Therefore, the project is only adding a net of 4 dwelling units to the portion of
the project near Mulberry Street. See Table 1, Table 1b, and Figure 2: Site Plan.
4.1 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 Report published by the Institute of
Transportation Engineers (ITE). ITE has established trip generation rates in nationwide
studies of similar land uses. For this study, KE used the ITE 10th Edition Trip Generation
Report average trip rates. Since traffic on the adjacent streets and intersections is
highest during the weekday peak hours, this study analyzed the weekday peak hour
traffic. The proposed project is anticipated to generate a total of approximately 338 daily
weekday trips, 22 AM total peak hour trips, and 28 PM total peak hour trips. See Table
1: Trip Generation.
Impala Multi-Family TIS -Page 7
4.2 Trip Distribution
Distribution of site traffic on the street system was based on the area street system
characteristics, existing traffic patterns and volumes, anticipated surrounding
development areas, 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. Figure 5 illustrates the trip distribution used for the project’s analysis.
4.3 Traffic Assignment
Traffic assignment was obtained by applying the trip distributions to the estimated trip
generation of the development. Figure 6 shows the site generated peak hour traffic
assignment.
4.4 Short Range Total Peak Hour Traffic
Site generated peak hour traffic volumes were added to the background traffic volumes
to represent the estimated traffic conditions for the short range 2025 horizon. The
background (2025) and short range (2025) total traffic volumes are shown in Figure 4
and Figure 7 respectively. The traffic analysis in this study includes the traffic generated
from the proposed development plus a 2% increase in background traffic per year per
the North Front Range MPO growth rates.
5.0 Traffic Operation Analysis
KE’s analysis of traffic operations in the site vicinity was conducted to determine the
capacity at the identified intersection. The acknowledged source for determining overall
capacity is the Highway Capacity Manual.
Impala Multi-Family TIS -Page 8
5.1 Analysis Methodology
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. LOS ranges from an A
(very little delay) to an F (longer delays). A description of the level of service (LOS) for
signalized and unsignalized intersections from the Highway Capacity Manual are
provided in Appendix D.
5.2 Intersection Operational Analysis
Operational analysis was performed for the short range 2025 horizon. The calculations
for this analysis are provided in Appendix F. Using the short range total traffic volumes,
the project is projected to operate acceptably with all studied intersections and access
points meeting LCUASS LOS criteria. See Table 4: 2025 Short Range Total Peak Hour
Operation.
Impala Multi-Family TIS -Page 9
Table 1: Trip Generation (ITE Trip Generation, 10th Edition)
Impala Development = 62 Units
ITE
Code Land Use
Average Daily
Trips AM Peak Hour Trips PM Peak Hour Trips
Size Rate Total Rate % In In % Out Out Total Rate % In In % Out Out Total
221 Multifamily (Impala Dr.) 56 DU 5.44 305 0.36 26% 5 74% 15 20 0.44 61% 15 39% 10 25
221 Multifamily (Mulberry St.) 6 DU 5.44 33 0.36 26% 0 74% 2 2 0.44 61% 2 39% 1 3
Total 62 DU 338 5 17 22 17 11 28
DU = Dwelling Units
Impala Multi-Family TIS -Page 10
Table 1b: Trip Generation (ITE Trip Generation, 10th Edition)
New – Removed Units = 49 Units
ITE
Code Land Use
Average Daily
Trips AM Peak Hour Trips PM Peak Hour Trips
Size Rate Total Rate % In In % Out Out Total Rate % In In % Out Out Total
221 Multifamily (Impala Dr.) 45 DU 5.44 245 0.36 26% 4 74% 12 16 0.44 61% 12 39% 8 20
221 Multifamily (Mulberry St.) 4 DU 5.44 22 0.36 26% 0 74% 1 1 0.44 61% 1 39% 1 2
Total 49 DU 267 4 13 17 13 9 22
DU = Dwelling Units
Impala Multi-Family TIS -Page 11
Figure 3: Recent Peak Hour Traffic
Impala Multi-Family TIS -Page 12
Figure 4: 2025 Background Traffic
Impala Multi-Family TIS -Page 13
Figure 5: Trip Distribution
Impala Multi-Family TIS -Page 14
Figure 6: Site Generated Traffic
Impala Multi-Family TIS -Page 15
Figure 7: 2025 Short Range Total Traffic
Impala Multi-Family TIS -Page 16
Table 2: Recent Peak Hour Operations
Level of Service (LOS) LOS
Compliance Intersection Movement AM PM
LOS LOS
Mulberry St./Impala Dr.
EB Left B B Y
EB Thru B B Y
EB Approach B B Y
WB Thru C C Y
WB Right A A Y
WB Approach B B Y
SB Left/Right A A Y
SB Approach A A Y
Overall B B Y
Table 3: 2025 Background Peak Hour Operations
Level of Service (LOS) LOS
Compliance Intersection Movement AM PM
LOS LOS
Mulberry St./Impala Dr.
EB Left B B Y
EB Thru B B Y
EB Approach B B Y
WB Thru C C Y
WB Right A A Y
WB Approach B B Y
SB Left/Right A A Y
SB Approach A A Y
Overall B B Y
Impala Multi-Family TIS -Page 17
Table 4: 2025 Short Range Total Peak Hour Operations
Level of Service (LOS) LOS
Compliance Intersection Movement AM PM
LOS LOS
Mulberry St./Impala Dr.
EB Left B B Y
EB Thru B B Y
EB Approach B B Y
WB Thru C C Y
WB Right A A Y
WB Approach B B Y
SB Left/Right A A Y
SB Approach A A Y
Overall B B Y
Level of Service (LOS) LOS
Compliance Intersection Movement AM PM
LOS LOS
Mulberry St./Exist. Access
EB Left A A Y
EB Thru A A Y
EB Approach A A Y
WB Thru/Right A A Y
WB Approach A A Y
SB Left/Right B B Y
SB Approach B B Y
Level of Service (LOS) LOS
Compliance Intersection Movement AM PM
LOS LOS
Impala Dr./Access
WB Left/Right B B Y
WB Approach B B Y
NB Thru/Right A A Y
NB Approach A A Y
SB Left/Thru A A Y
SB Approach A A Y
Impala Multi-Family TIS -Page 18
6.0 Findings
Based upon the analysis in this study, the proposed Impala Multi-Family project located at 306
Impala Circle in Fort Collins, CO demonstrates compliance with the standards in the Larimer
County Urban Area Street Standards (LCUASS) for traffic at the time of development.
The findings of the TIS are summarized below:
• The proposed project is anticipated to generate a total of approximately 338 daily
weekday trips, 22 AM total peak hour trips, and 28 PM total peak hour trips.
• The project complies with the Levels of Service (LOS) requirements for traffic, the City of
Fort Collins Transportation Plan, and the Larimer County Urban Area Street Standards
(LCUASS).
• The study intersections will operate acceptably and comply with the intersection levels of
service (LOS) requirements in the LCUASS with the development of the project and
background traffic in the 2025 Short Range Total future.
• The proposed access points will operate appropriately and demonstrate compliance with
the City’s LOS requirements.
• The existing street improvements are sufficient to accommodate the proposed project’s
traffic.
• It is recommended that the project add additional “sharrow” pavement markings for
northbound traffic on Impala Drive north of the intersection of Mulberry Street and Impala
Drive.
Impala Multi-Family TIS -Page 19
APPENDICES:
Impala Multi-Family TIS -Page 20
Appendix A: Recent Traffic Counts
Impala Multi-Family TIS -Page 21
Impala Multi-Family TIS -Page 22
Appendix B: TIS Scoping
Impala Multi-Family TIS -Page 23
Impala Multi-Family TIS -Page 24
Impala Multi-Family TIS -Page 25
Impala Multi-Family TIS -Page 26
Impala Multi-Family TIS -Page 27
Appendix C: ITE Code 221
Impala Multi-Family TIS -Page 28
Impala Multi-Family TIS -Page 29
Impala Multi-Family TIS -Page 30
Appendix D: Level of Service (LOS) Table
Level of Service Definitions
Level of Service Signalized Intersection Unsignalized Intersection
(LOS) Average Total Delay Average Total Delay
(sec/veh) (sec/veh)
A ≤ 10 ≤ 10
B > 10 and ≤ 20 > 10 and ≤ 15
C > 20 and ≤ 35 > 15 and ≤ 25
D > 35 and ≤ 55 > 25 and ≤ 35
E > 55 and ≤ 80 > 35 and ≤ 50
F > 80 > 50
LCUASS Table 4-3
Impala Multi-Family TIS -Page 31
Appendix E: Aerial Image
Impala Multi-Family TIS -Page 32
Impala Multi-Family TIS -Page 33
Appendix F: HCM Calculations (Synchro)
Recent AM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 33 88 25 238 87 12
Future Volume (vph) 33 88 25 238 87 12
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 140 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.878 0.984
Flt Protected 0.950 0.958
Satd. Flow (prot) 1770 1863 1635 0 1756 0
Flt Permitted 0.294 0.958
Satd. Flow (perm) 548 1863 1635 0 1756 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 280 13
Link Speed (mph) 35 35 20
Link Distance (ft) 897 423 404
Travel Time (s) 17.5 8.2 13.8
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 39 104 29 280 102 14
Shared Lane Traffic (%)
Lane Group Flow (vph) 39 104 309 0 116 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Left Left Right Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9
Number of Detectors 1 2 2 1
Detector Template Left Thru Thru Left
Leading Detector (ft) 20 100 100 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 20 6 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0
Turn Type pm+pt NA NA Perm
Protected Phases 7 4 8
Permitted Phases 4 6
Recent AM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Detector Phase 7 4 8 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 22.5 22.5
Total Split (s) 10.0 35.0 25.0 25.0
Total Split (%) 16.7% 58.3% 41.7% 41.7%
Maximum Green (s) 5.5 30.5 20.5 20.5
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None None C-Max
Walk Time (s) 7.0 7.0 7.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 13.1 13.1 9.1 37.9
Actuated g/C Ratio 0.22 0.22 0.15 0.63
v/c Ratio 0.17 0.26 0.64 0.10
Control Delay 16.4 18.0 10.9 6.6
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 16.4 18.0 10.9 6.6
LOS B B B A
Approach Delay 17.6 10.9 6.6
Approach LOS B B A
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.64
Intersection Signal Delay: 11.7 Intersection LOS: B
Intersection Capacity Utilization 37.0% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 3: Mulberry St & Impala Dr
Recent PM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 29 82 67 122 223 36
Future Volume (vph) 29 82 67 122 223 36
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 140 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.913 0.981
Flt Protected 0.950 0.959
Satd. Flow (prot) 1770 1863 1701 0 1752 0
Flt Permitted 0.294 0.959
Satd. Flow (perm) 548 1863 1701 0 1752 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 144 15
Link Speed (mph) 35 35 20
Link Distance (ft) 897 423 404
Travel Time (s) 17.5 8.2 13.8
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 34 96 79 144 262 42
Shared Lane Traffic (%)
Lane Group Flow (vph) 34 96 223 0 304 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Left Left Right Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9
Number of Detectors 1 2 2 1
Detector Template Left Thru Thru Left
Leading Detector (ft) 20 100 100 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 20 6 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0
Turn Type pm+pt NA NA Perm
Protected Phases 7 4 8
Permitted Phases 4 6
Recent PM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Detector Phase 7 4 8 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 22.5 22.5
Total Split (s) 10.0 34.0 24.0 26.0
Total Split (%) 16.7% 56.7% 40.0% 43.3%
Maximum Green (s) 5.5 29.5 19.5 21.5
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None None C-Max
Walk Time (s) 7.0 7.0 7.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 13.1 13.1 9.1 37.9
Actuated g/C Ratio 0.22 0.22 0.15 0.63
v/c Ratio 0.15 0.24 0.59 0.27
Control Delay 15.9 17.6 15.5 7.6
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 15.9 17.6 15.5 7.6
LOS B B B A
Approach Delay 17.1 15.5 7.6
Approach LOS B B A
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.59
Intersection Signal Delay: 12.2 Intersection LOS: B
Intersection Capacity Utilization 41.0% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 3: Mulberry St & Impala Dr
2025 Background AM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 35 93 27 253 91 13
Future Volume (vph) 35 93 27 253 91 13
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 140 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.878 0.983
Flt Protected 0.950 0.958
Satd. Flow (prot) 1770 1863 1635 0 1754 0
Flt Permitted 0.286 0.958
Satd. Flow (perm) 533 1863 1635 0 1754 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 298 13
Link Speed (mph) 35 35 20
Link Distance (ft) 897 423 404
Travel Time (s) 17.5 8.2 13.8
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 41 109 32 298 107 15
Shared Lane Traffic (%)
Lane Group Flow (vph) 41 109 330 0 122 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Left Left Right Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9
Number of Detectors 1 2 2 1
Detector Template Left Thru Thru Left
Leading Detector (ft) 20 100 100 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 20 6 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0
Turn Type pm+pt NA NA Perm
Protected Phases 7 4 8
Permitted Phases 4 6
2025 Background AM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Detector Phase 7 4 8 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 22.5 22.5
Total Split (s) 10.0 35.0 25.0 25.0
Total Split (%) 16.7% 58.3% 41.7% 41.7%
Maximum Green (s) 5.5 30.5 20.5 20.5
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None None C-Max
Walk Time (s) 7.0 7.0 7.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 13.5 13.5 9.5 37.5
Actuated g/C Ratio 0.22 0.22 0.16 0.62
v/c Ratio 0.18 0.26 0.65 0.11
Control Delay 16.1 17.7 10.7 7.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 16.1 17.7 10.7 7.0
LOS B B B A
Approach Delay 17.2 10.7 7.0
Approach LOS B B A
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 11.6 Intersection LOS: B
Intersection Capacity Utilization 38.3% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 3: Mulberry St & Impala Dr
2025 Background PM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 31 87 71 129 237 38
Future Volume (vph) 31 87 71 129 237 38
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 140 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.913 0.981
Flt Protected 0.950 0.959
Satd. Flow (prot) 1770 1863 1701 0 1752 0
Flt Permitted 0.290 0.959
Satd. Flow (perm) 540 1863 1701 0 1752 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 152 15
Link Speed (mph) 35 35 20
Link Distance (ft) 897 423 404
Travel Time (s) 17.5 8.2 13.8
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 36 102 84 152 279 45
Shared Lane Traffic (%)
Lane Group Flow (vph) 36 102 236 0 324 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Left Left Right Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9
Number of Detectors 1 2 2 1
Detector Template Left Thru Thru Left
Leading Detector (ft) 20 100 100 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 20 6 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0
Turn Type pm+pt NA NA Perm
Protected Phases 7 4 8
Permitted Phases 4 6
2025 Background PM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Detector Phase 7 4 8 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 22.5 22.5
Total Split (s) 10.0 33.0 23.0 27.0
Total Split (%) 16.7% 55.0% 38.3% 45.0%
Maximum Green (s) 5.5 28.5 18.5 22.5
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None None C-Max
Walk Time (s) 7.0 7.0 7.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 13.3 13.3 9.3 37.7
Actuated g/C Ratio 0.22 0.22 0.16 0.63
v/c Ratio 0.16 0.25 0.60 0.29
Control Delay 15.9 17.6 15.6 7.9
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 15.9 17.6 15.6 7.9
LOS B B B A
Approach Delay 17.2 15.6 7.9
Approach LOS B B A
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.60
Intersection Signal Delay: 12.4 Intersection LOS: B
Intersection Capacity Utilization 42.5% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 3: Mulberry St & Impala Dr
2025 Short Range Total AM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 36 93 27 256 101 15
Future Volume (vph) 36 93 27 256 101 15
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 140 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.878 0.982
Flt Protected 0.950 0.958
Satd. Flow (prot) 1770 1863 1635 0 1752 0
Flt Permitted 0.286 0.958
Satd. Flow (perm) 533 1863 1635 0 1752 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 301 14
Link Speed (mph) 35 35 20
Link Distance (ft) 897 491 809
Travel Time (s) 17.5 9.6 27.6
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 42 109 32 301 119 18
Shared Lane Traffic (%)
Lane Group Flow (vph) 42 109 333 0 137 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Left Left Right Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9
Number of Detectors 1 2 2 1
Detector Template Left Thru Thru Left
Leading Detector (ft) 20 100 100 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 20 6 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0
Turn Type pm+pt NA NA Perm
Protected Phases 7 4 8
Permitted Phases 4 6
2025 Short Range Total AM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Detector Phase 7 4 8 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 22.5 22.5
Total Split (s) 10.0 35.0 25.0 25.0
Total Split (%) 16.7% 58.3% 41.7% 41.7%
Maximum Green (s) 5.5 30.5 20.5 20.5
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None None C-Max
Walk Time (s) 7.0 7.0 7.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 13.5 13.5 9.5 37.5
Actuated g/C Ratio 0.22 0.22 0.16 0.62
v/c Ratio 0.18 0.26 0.65 0.12
Control Delay 16.1 17.6 10.6 7.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 16.1 17.6 10.6 7.0
LOS B B B A
Approach Delay 17.2 10.6 7.0
Approach LOS B B A
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.65
Intersection Signal Delay: 11.4 Intersection LOS: B
Intersection Capacity Utilization 39.2% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 3: Mulberry St & Impala Dr
2025 Short Range Total AM Peak Hour Kellar Engineering
5: Mulberry St & Exist. Access 04/12/2022
HCM 2010 TWSC Synchro Report
Sean Kellar, PE, PTOE
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 184 280 0 1 0
Future Vol, veh/h 0 184 280 0 1 0
Conflicting Peds, #/hr 0 00000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 150 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 22222
Mvmt Flow 0 216 329 0 1 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 329 0 - 0 545 329
Stage 1 - - - - 329 -
Stage 2 - - - - 216 -
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 1231 - - - 499 712
Stage 1 - - - - 729 -
Stage 2 - - - - 820 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1231 - - - 499 712
Mov Cap-2 Maneuver - - - - 499 -
Stage 1 - - - - 729 -
Stage 2 - - - - 820 -
Approach EB WB SB
HCM Control Delay, s 0 0 12.2
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1231 - - - 499
HCM Lane V/C Ratio ----0.002
HCM Control Delay (s) 0 - - - 12.2
HCM Lane LOS A - - - B
HCM 95th %tile Q(veh) 0 - - - 0
2025 Short Range Total AM Peak Hour Kellar Engineering
7: Impala Dr & Access 04/12/2022
HCM 2010 TWSC Synchro Report
Sean Kellar, PE, PTOE
Intersection
Int Delay, s/veh 0.3
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 12 0 288 4 0 104
Future Vol, veh/h 12 0 288 4 0 104
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 22222
Mvmt Flow 14 0 339 5 0 122
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 464 342 0 0 344 0
Stage 1 342 -----
Stage 2 122 -----
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 556 701 - - 1215 -
Stage 1 719 -----
Stage 2 903 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 556 701 - - 1215 -
Mov Cap-2 Maneuver 556 -----
Stage 1 719 -----
Stage 2 903 -----
Approach WB NB SB
HCM Control Delay, s 11.6 0 0
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 556 1215 -
HCM Lane V/C Ratio - - 0.025 - -
HCM Control Delay (s) - - 11.6 0 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.1 0 -
2025 Short Range Total PM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Volume (vph) 33 87 71 139 243 40
Future Volume (vph) 33 87 71 139 243 40
Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900
Storage Length (ft) 140 0 0 0
Storage Lanes 1 0 1 0
Taper Length (ft) 25 25
Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00
Frt 0.911 0.981
Flt Protected 0.950 0.959
Satd. Flow (prot) 1770 1863 1697 0 1752 0
Flt Permitted 0.288 0.959
Satd. Flow (perm) 536 1863 1697 0 1752 0
Right Turn on Red Yes Yes
Satd. Flow (RTOR) 164 16
Link Speed (mph) 35 35 20
Link Distance (ft) 897 491 809
Travel Time (s) 17.5 9.6 27.6
Peak Hour Factor 0.85 0.85 0.85 0.85 0.85 0.85
Adj. Flow (vph) 39 102 84 164 286 47
Shared Lane Traffic (%)
Lane Group Flow (vph) 39 102 248 0 333 0
Enter Blocked Intersection No No No No No No
Lane Alignment Left Left Left Right Left Right
Median Width(ft) 12 12 12
Link Offset(ft) 0 0 0
Crosswalk Width(ft) 16 16 16
Two way Left Turn Lane
Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00
Turning Speed (mph) 15 9 15 9
Number of Detectors 1 2 2 1
Detector Template Left Thru Thru Left
Leading Detector (ft) 20 100 100 20
Trailing Detector (ft) 0 0 0 0
Detector 1 Position(ft) 0 0 0 0
Detector 1 Size(ft) 20 6 6 20
Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex
Detector 1 Channel
Detector 1 Extend (s) 0.0 0.0 0.0 0.0
Detector 1 Queue (s) 0.0 0.0 0.0 0.0
Detector 1 Delay (s) 0.0 0.0 0.0 0.0
Detector 2 Position(ft) 94 94
Detector 2 Size(ft) 6 6
Detector 2 Type Cl+Ex Cl+Ex
Detector 2 Channel
Detector 2 Extend (s) 0.0 0.0
Turn Type pm+pt NA NA Perm
Protected Phases 7 4 8
Permitted Phases 4 6
2025 Short Range Total PM Peak Hour Kellar Engineering
3: Mulberry St & Impala Dr 04/12/2022
Lanes, Volumes, Timings Synchro Report
Sean Kellar, PE, PTOE
Lane Group EBL EBT WBT WBR SBL SBR
Detector Phase 7 4 8 6
Switch Phase
Minimum Initial (s) 5.0 5.0 5.0 5.0
Minimum Split (s) 9.5 22.5 22.5 22.5
Total Split (s) 10.0 33.0 23.0 27.0
Total Split (%) 16.7% 55.0% 38.3% 45.0%
Maximum Green (s) 5.5 28.5 18.5 22.5
Yellow Time (s) 3.5 3.5 3.5 3.5
All-Red Time (s) 1.0 1.0 1.0 1.0
Lost Time Adjust (s) 0.0 0.0 0.0 0.0
Total Lost Time (s) 4.5 4.5 4.5 4.5
Lead/Lag Lead Lag
Lead-Lag Optimize? Yes Yes
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Recall Mode None None None C-Max
Walk Time (s) 7.0 7.0 7.0
Flash Dont Walk (s) 11.0 11.0 11.0
Pedestrian Calls (#/hr) 0 0 0
Act Effct Green (s) 13.4 13.4 9.4 37.6
Actuated g/C Ratio 0.22 0.22 0.16 0.63
v/c Ratio 0.17 0.25 0.62 0.30
Control Delay 16.1 17.5 15.4 8.0
Queue Delay 0.0 0.0 0.0 0.0
Total Delay 16.1 17.5 15.4 8.0
LOS B B B A
Approach Delay 17.1 15.4 8.0
Approach LOS B B A
Intersection Summary
Area Type: Other
Cycle Length: 60
Actuated Cycle Length: 60
Offset: 0 (0%), Referenced to phase 2: and 6:SBL, Start of Green
Natural Cycle: 55
Control Type: Actuated-Coordinated
Maximum v/c Ratio: 0.62
Intersection Signal Delay: 12.3 Intersection LOS: B
Intersection Capacity Utilization 43.6% ICU Level of Service A
Analysis Period (min) 15
Splits and Phases: 3: Mulberry St & Impala Dr
2025 Short Range Total PM Peak Hour Kellar Engineering
5: Mulberry St & Exist. Access 04/12/2022
HCM 2010 TWSC Synchro Report
Sean Kellar, PE, PTOE
Intersection
Int Delay, s/veh 0
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations
Traffic Vol, veh/h 0 324 200 1 1 0
Future Vol, veh/h 0 324 200 1 1 0
Conflicting Peds, #/hr 0 00000
Sign Control Free Free Free Free Stop Stop
RT Channelized - None - None - None
Storage Length 150 - - - 0 -
Veh in Median Storage, # - 0 0 - 0 -
Grade, % - 0 0 - 0 -
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 22222
Mvmt Flow 0 381 235 1 1 0
Major/Minor Major1 Major2 Minor2
Conflicting Flow All 236 0 - 0 617 236
Stage 1 - - - - 236 -
Stage 2 - - - - 381 -
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 1331 - - - 453 803
Stage 1 - - - - 803 -
Stage 2 - - - - 691 -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 1331 - - - 453 803
Mov Cap-2 Maneuver - - - - 453 -
Stage 1 - - - - 803 -
Stage 2 - - - - 691 -
Approach EB WB SB
HCM Control Delay, s 0 0 13
HCM LOS B
Minor Lane/Major Mvmt EBL EBT WBT WBRSBLn1
Capacity (veh/h) 1331 - - - 453
HCM Lane V/C Ratio ----0.003
HCM Control Delay (s) 0 - - - 13
HCM Lane LOS A - - - B
HCM 95th %tile Q(veh) 0 - - - 0
2025 Short Range Total PM Peak Hour Kellar Engineering
7: Impala Dr & Access 04/12/2022
HCM 2010 TWSC Synchro Report
Sean Kellar, PE, PTOE
Intersection
Int Delay, s/veh 0.2
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 8 0 160 12 0 275
Future Vol, veh/h 8 0 160 12 0 275
Conflicting Peds, #/hr 0 00000
Sign Control Stop Stop Free Free Free Free
RT Channelized - None - None - None
Storage Length 0 -----
Veh in Median Storage, # 0 - 0 - - 0
Grade, % 0 - 0 - - 0
Peak Hour Factor 85 85 85 85 85 85
Heavy Vehicles, % 2 22222
Mvmt Flow 9 0 188 14 0 324
Major/Minor Minor1 Major1 Major2
Conflicting Flow All 519 195 0 0 202 0
Stage 1 195 -----
Stage 2 324 -----
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 517 846 - - 1370 -
Stage 1 838 -----
Stage 2 733 -----
Platoon blocked, % - - -
Mov Cap-1 Maneuver 517 846 - - 1370 -
Mov Cap-2 Maneuver 517 -----
Stage 1 838 -----
Stage 2 733 -----
Approach WB NB SB
HCM Control Delay, s 12.1 0 0
HCM LOS B
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT
Capacity (veh/h) - - 517 1370 -
HCM Lane V/C Ratio - - 0.018 - -
HCM Control Delay (s) - - 12.1 0 -
HCM Lane LOS - - B A -
HCM 95th %tile Q(veh) - - 0.1 0 -
Sean Kellar, PE, PTOE
Principal Engineer
Education
B.S., Civil Engineering, Arizona State
University – Tempe, AZ
Registration
Colorado, Professional Engineer (PE)
Wyoming, Professional Engineer (PE)
Idaho, Professional Engineer (PE)
Arizona, Professional Engineer (PE)
Kansas, Professional Engineer (PE)
Missouri, Professional Engineer (PE)
Professional Traffic Operations Engineer
(PTOE)
Professional Memberships
Institute of Transportation Engineers
(ITE)
Industry Tenure
23 Years
Sean’s wide range of
expertise includes:
transportation plan-
ning, traffic modeling
roadway design, bike
and pedestrian facili-
ties, traffic impact
studies, traffic signal
warrant analysis, parking studies, corridor planning
and access management. Sean’s experience in both the
private and public sectors; passion for safety and ex-
cellence; and strong communication and collaboration
skills can bring great value to any project. Prior to
starting Kellar Engineering, Sean was employed at the
Missouri Department of Transportation (MoDOT) as
the District Traffic Engineer for the Kansas City
District. Sean also worked for the City of Loveland,
CO for over 10 years as a Senior Civil Engineer
supervising a division of transportation/traffic
engineers. While at the City of Loveland, Sean
managed several capital improvement projects,
presented several projects to the City Council and
Planning Commission in public hearings, and managed
the revisions to the City’s Street Standards. Sean is
also proficient in Highway Capacity Software,
Synchro, PT Vissim, Rodel, GIS, and AutoCAD.
WORK EXPERIENCE:
Kellar Engineering, Principal Engineer/President – January 2016 – Present
Missouri Department of Transportation, District Traffic Engineer, Kansas City District – June
2015 – January 2016
City of Loveland, Colorado, Senior Civil Engineer, Public Works Department – February 2005 –
June 2015
Kirkham Michael Consulting Engineers, Project Manager - February 2004 – February 2005
Dibble and Associates Consulting Engineers, Project Engineer – August 1999 – February 2004