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HomeMy WebLinkAboutReports - Traffic Study - 06/28/2024 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. Heritage Christian Academy Expansion 2506 Zurich Drive, Fort Collins, CO Traffic Impact Study KE Job #2024-044 Prepared for: United Civil Design Group 19 Old Town Square #238 Fort Collins, CO 80524 Prepared by: skellar@kellarengineering.com www.kellarengineering.com 970.219.1602 phone June 28, 2024 Sean K. Kellar, PE, PTOE HCA Expansion 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 Proposed Development 6 4.0 Bicycle & Pedestrian Facilities (Multi-Modal LOS) 6 4.1 Trip Generation 6 4.2 Trip Distribution 7 4.3 Traffic Assignment 7 4.4 Short Range and Long Range Total Peak Hour Traffic 7 5.0 Traffic Operation Analysis 16 5.1 Analysis Methodology 16 5.2 Intersection Operational Analysis 16 5.3 Stacking Length for Parent Drop-off 16 5.4 Internal Drop-off/Pick-up Area Circulation 17 5.5 MUTCD Signal Warrant Analysis 25 6.0 Findings 30 List of Figures: Page Figure 1: Vicinity Map 4 Figure 2: Site Plan 5 Figure 3: Recent Peak Hour Traffic 9 Figure 4: 2025 Background Peak Hour Traffic 10 Figure 5: 2045 Background Peak Hour Traffic 11 Figure 6: Trip Distribution 12 Figure 7: Site Generated Traffic 13 Figure 8: 2025 Short Range Total Peak Hour Traffic 14 Figure 9: 2045 Long Range Total Peak Hour Traffic 15 HCA Expansion TIS -Page 2 TABLE OF CONTENTS (continued) List of Tables: Page Table 1: Trip Generation 8 Table 2: Recent Peak Hour Operations 18 Table 3: 2025 Background Peak Hour LOS Operations 19 Table 4: 2045 Background Peak Hour LOS Operations 20 Table 5: 2025 Short Range Total Peak Hour LOS Operations 21 Table 6: 2045 Long Range Total Peak Hour LOS Operations 23 Appendices: Page Appendix A: Recent Traffic Counts 32 Appendix B: Base Assumptions (TIS Scoping Form) 36 Appendix C: Level of Service (LOS) Tables 25 Appendix D: Queue Length 38 Appendix E: HCM Calculations (Synchro) 40 HCA Expansion TIS -Page 3 1.0 Introduction This Traffic Impact Study (TIS) is for the proposed Heritage Christian Academy (HCA) expansion project located at 2506 Zurich Drive 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 approximately 818 daily weekday trips, 261 AM total peak hour trips, and 175 School PM total peak hour trips. See Table 1: Trip Generation. 2.0 Existing Conditions and Roadway Network The project site is located west of the Timberline Rd/International Blvd intersection in Fort Collins, CO. Timberline Road is a north-south roadway that is classified as a 4-lane arterial on the City of Fort Collins Master Street Plan. The posted speed of Timberline Road is 45 mph south of International Blvd, and 35 mph north of International Blvd. Bicycle lanes exist on Timberline Road. This portion of Timberline Rd has a two-lane cross section with a northbound left-turn lane and a southbound right-turn lane. The Timberline Rd/International Blvd intersection has stop sign control with the stop sign facing International Blvd. International Blvd is an east-west roadway that is classified as a 2-lane arterial on the Fort Collins Master Street Plan. A sidewalk exists along the north side of International Blvd. International Blvd has an eastbound left-turn lane and an eastbound right-turn lane at the International Blvd/Timberline Rd intersection. 2.1 Recent Traffic Volumes Recent peak hour traffic volume counts were conducted using data collection cameras on Wednesday, 6/5/24. The traffic counts were conducted 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. These turning movement counts are shown in Figure 3 with the count sheets provided in Appendix A. HCA Expansion TIS -Page 4 Figure 1: Vicinity Map HCA Expansion TIS -Page 5 Figure 2: Site Plan (For reference only. Provided by Architect. See Architectural Drawings for more information) HCA Expansion TIS -Page 6 3.0 Proposed Development The proposed project consists of an expansion of the existing Heritage Christian Academy. See Table 1: Trip Generation and Figure 2: Site Plan. 4.0 Bicycle & Pedestrian Facilities (Multi-Modal LOS) The proposed project will be designing and constructing a sidewalk along the north side of Zurich Drive that will connect to the existing sidewalk at the Mexico Way/Zurich Drive intersection. This will tie into the existing neighborhood’s sidewalk system to the northwest of the project site. This sidewalk connection will provide adequate bicycle and pedestrian connectivity per the LCUASS criteria. See Figure 2: Site Plan. As cities continue to grow and become more urban, the emphasis upon all modes of transportation becomes more important. The following addresses the pedestrian, bicycle, and transit facilities that will be available in the vicinity of the project site. The residential area to the northwest was identified as a pedestrian destination within 1,320 feet of the project site. The LOS for the pedestrian LOS categories will be B or higher with the proposed development for the measured categories. The residential area to the northwest was also identified as a bicycle destination. The LOS for bicycle connectivity is B. An existing transit stop (Bus Stop ID: 1600) exists at Timberline/Donella approximately 850’ south of the Timberline/International intersection. Due to the proposed use, transit use is anticipated to be nominal for the project site. 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 Manual 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 11th Edition Trip Generation Manual 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 approximately 818 daily weekday HCA Expansion TIS -Page 7 trips, 261 AM total peak hour trips, and 175 School PM total peak hour trips. See Table 1: Trip Generation. 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 6 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 7 shows the site generated peak hour traffic assignment. 4.4 Short Range and Long 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 and long range 2045 horizon. The background (2025) and short range (2025) total traffic volumes are shown in Figure 4 and Figure 8 respectively. The long range background (2045) and long range (2045) total traffic volumes are shown in Figures 5 and 9. The traffic analysis in this study includes the traffic generated from the proposed development plus the increase in background traffic of 2% per year per the growth projections from the NFRMPO (North Front Range Metropolitan Planning Organization). HCA Expansion TIS -Page 8 Table 1: Trip Generation (ITE Trip Generation, 11th Edition) ITE Code Land Use Average Daily Trips AM Peak Hour Trips School PM Peak Hour Trips Size Rate Total Rate % In In % Out Out Total Rate % In In % Out Out Total 532 Private School (K-12) 330 Stdnts 2.48 818 0.79 63% 164 37% 97 261 0.53 42% 73 58% 102 175 Total 818 164 97 261 73 102 175 Stdts = Students HCA Expansion TIS -Page 9 Figure 3: Recent Peak Hour Traffic HCA Expansion TIS -Page 10 Figure 4: 2025 Background Traffic HCA Expansion TIS -Page 11 Figure 5: 2045 Background Traffic HCA Expansion TIS -Page 12 Figure 6: Trip Distribution HCA Expansion TIS -Page 13 Figure 7: Site Generated Traffic HCA Expansion TIS -Page 14 Figure 8: 2025 Short Range Total Traffic HCA Expansion TIS -Page 15 Figure 9: 2045 Long Range Total Traffic HCA Expansion TIS -Page 16 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. 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 (long delays). A description of the level of service (LOS) for signalized and unsignalized intersections from the Highway Capacity Manual are provided in Appendix E. 5.2 Intersection Operational Analysis Operational analysis was performed for the short range 2025 horizon and the long range 2045 horizon. The calculations for this analysis are provided in Appendix E. 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. 5.3 Stacking Length for Parent Drop-off The internal drop-off/pick-up area is at the western portion of the site east of Mexico Way. The student enrollment is approximately 330 students. To be conservative, 300 vehicles were used in the queuing length (stacking length) calculation. Using an average 1 minute drop-off time and an average vehicle length of 26’, the stacking length will be approximately 130’. The parent drop-off area is adequately designed to handle this stacking length onsite. This is conservative considering that some students will be walking to school and some parents may carpool. It is important to note that at the beginning of the school year parents may take more time when dropping off the students and the average drop-off time may exceed 1 minute. However, it is anticipated that the student drop-off time will reduce after the first couple weeks of school when the parents and students have developed a more efficient routine. HCA Expansion TIS -Page 17 5.4 Internal Drop-off / Pick-up Area Circulation The internal drop-off/pick-up area is at the western portion of the site east of Mexico Way. This area is designed appropriately to handle the school’s drop-off/pick-up circulation. The internal drop-off/pick-up area is designed adequately to handle adequate vehicle stacking length onsite. One-way traffic circulation is recommended for the parent drop-off area within the parking area for efficient traffic circulation. Additionally, it is recommended that the school implement trained staff and/or trained volunteers (wearing proper PPE) to help direct traffic during the peak drop- off/pick-up times. HCA Expansion TIS -Page 18 Table 2: Recent Peak Hour Operations Level of Service (LOS) LOS Compliance Level of Service (LOS) LOS Compliance HCA Expansion TIS -Page 19 Table 3: 2025 Background Peak Hour Operations Level of Service (LOS) LOS Compliance Level of Service (LOS) LOS Compliance HCA Expansion TIS -Page 20 Table 4: 2045 Background Peak Hour Operations Level of Service (LOS) LOS Compliance Level of Service (LOS) LOS Compliance HCA Expansion TIS -Page 21 Table 5: 2025 Short Range Total Peak Hour Operations Level of Service (LOS) LOS Compliance Level of Service (LOS) LOS Compliance HCA Expansion TIS -Page 22 Table 5: 2025 Short Range Total Peak Hour Operations (Continued…) Level of Service (LOS) LOS Compliance Level of Service (LOS) LOS Compliance HCA Expansion TIS -Page 23 Table 6: 2045 Long Range Total Peak Hour Operations Level of Service (LOS) Intersection Movement AM PM LOS LOS Timberline Rd/International Blvd EB Left F (278.5 sec) F (248.8 sec) EB Right F (184.4 sec) E EB Approach F (191.8 sec) F (69.9 sec) NB Left C B NB Thru A A NB Approach A A SB Thru A A SB Right A A SB Approach A A Level of Service (LOS) Intersection Movement AM PM LOS LOS International Blvd/Mexico Way EB Left/Thru A A EB Approach A A WB Thru/Right A A WB Approach A A SB Left/Right B B SB Approach B B HCA Expansion TIS -Page 24 Table 6: 2045 Long Range Total Peak Hour Operations (Continued…) Level of Service (LOS) Intersection Movement AM PM LOS LOS International Blvd/Zurich Dr EB Left/Thru A A EB Approach A A WB Thru/Right A A WB Approach A A SB Left/Right B B SB Approach B B Level of Service (LOS) Intersection Movement AM PM LOS LOS International Blvd/Munich Way EB Left/Thru A A EB Approach A A WB Thru/Right A A WB Approach A A SB Left/Right B B SB Approach B B HCA Expansion TIS -Page 25 5.5 MUTCD Signal Warrants The justification for the installation of a traffic signal at an intersection is based upon the warrants set forth in Chapter 4 in the MUTCD. The decision to install a traffic signal should not be based solely upon the warrants, since the installation of traffic signals may increase certain types of crashes. Delay, congestion, approach conditions, driver expectations, and land use must also be evaluated. The installation of a traffic control signal should be considered if one or more of the following traffic signal warrants are met: • Warrant 1: Eight-Hour Vehicular Volume • Warrant 2: Four-Hour Vehicular Volume • Warrant 3: Peak Hour • Warrant 4: Pedestrian Volume • Warrant 5: School Crossing • Warrant 6: Coordinated Signal System • Warrant 7: Crash Experience • Warrant 8: Roadway Network • Warrant 9: Intersection Near a Grade Crossing The satisfaction of a traffic signal warrant or warrants shall not in itself require the installation of a traffic control signal. For this analysis, KE conducted the peak hour signal warrant as the peak hour warrant is the easiest signal warrant that could be met at a stop-control intersection and therefore the most conservative approach. The peak hour traffic signal warrant is not projected to be met at the Timberline Rd/International Blvd intersection for the 2025 Short Range Total Peak Hour scenario. See Summary of Warrants and below figures for more information. HCA Expansion TIS -Page 26 HCA Expansion TIS -Page 27 2025 Short Range Total AM Peak Hour Peak Hour Warrant Not Met at Timberline Rd/International Blvd (1,247, 22) HCA Expansion TIS -Page 28 HCA Expansion TIS -Page 29 2025 Short Range Total PM Peak Hour Peak Hour Warrant Not Met at Timberline Rd/International Blvd (1,206, 33) HCA Expansion TIS -Page 30 6.0 Findings Based upon the analysis in this study, the proposed Heritage Christian Academy expansion project located at 2506 Zurich Drive 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 818 daily weekday trips, 261 AM total peak hour trips, and 175 School 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 peak hour traffic signal warrant is not projected to be met at the Timberline Rd/International Blvd intersection for the 2025 Short Range Total Peak Hour scenario • Due to the increase in traffic volumes on Timberline Road, the traffic model results show the potential for unacceptable LOS for the year 2045 long range total future at the Timberline Rd/International Blvd intersection. A traffic signal or roundabout intersection improvement project should be considered by City as a possible long range regional improvement in the future. However, since the development is not generating enough traffic to warrant the intersection improvement on its own, any improvements to the intersection should not be the development’s responsibility to implement with this project. • The existing street improvements are sufficient to accommodate the proposed project’s traffic in accordance with the LCUASS criteria. HCA Expansion TIS -Page 31 APPENDICES: HCA Expansion TIS -Page 32 Appendix A: Recent Traffic Counts HCA Expansion TIS -Page 33 HCA Expansion TIS -Page 34 HCA Expansion TIS -Page 35 HCA Expansion TIS -Page 36 Appendix B: Base Assumptions (TIS Scoping Form) HCA Expansion TIS -Page 37 Appendix C: 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 HCA Expansion TIS -Page 38 Appendix D: Queue Length Teknomo, Kardi, Ph.D. Queuing Theory HCA Expansion TIS -Page 39 HCA Expansion TIS -Page 40 Appendix E: HCM Calculations (Synchro) Recent AM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 7 146 77 256 710 19 Future Vol, veh/h 7 146 77 256 710 19 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 7 152 80 267 740 20 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1167 740 760 0 - 0 Stage 1 740 - - - - - Stage 2 427 - - - - - 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 214 417 852 - - - Stage 1 472 - - - - - Stage 2 658 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 194 417 852 - - - Mov Cap-2 Maneuver 194 - - - - - Stage 1 428 - - - - - Stage 2 658 - - - - - Approach EB NB SB HCM Control Delay, s 18.8 2.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 852 - 194 417 - - HCM Lane V/C Ratio 0.094 - 0.038 0.365 - - HCM Control Delay (s) 9.7 - 24.3 18.5 - - HCM Lane LOS A - C C - - HCM 95th %tile Q(veh) 0.3 - 0.1 1.6 - - Recent AM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 65 16 24 57 0 Future Vol, veh/h 0 65 16 24 57 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 71 17 26 62 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 43 0 - 0 101 30 Stage 1 - - - - 30 - Stage 2 - - - - 71 - 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 1566 - - - 898 1044 Stage 1 - - - - 993 - Stage 2 - - - - 952 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1566 - - - 898 1044 Mov Cap-2 Maneuver - - - - 898 - Stage 1 - - - - 993 - Stage 2 - - - - 952 - Approach EB WB SB HCM Control Delay, s 0 0 9.3 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1566 - - - 898 HCM Lane V/C Ratio - - - -0.069 HCM Control Delay (s) 0 - - - 9.3 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.2 Recent PM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 18 157 98 511 477 21 Future Vol, veh/h 18 157 98 511 477 21 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 165 103 538 502 22 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1246 502 524 0 - 0 Stage 1 502 - - - - - Stage 2 744 - - - - - 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 192 569 1043 - - - Stage 1 608 - - - - - Stage 2 470 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 173 569 1043 - - - Mov Cap-2 Maneuver 173 - - - - - Stage 1 548 - - - - - Stage 2 470 - - - - - Approach EB NB SB HCM Control Delay, s 15.4 1.4 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1043 - 173 569 - - HCM Lane V/C Ratio 0.099 - 0.11 0.29 - - HCM Control Delay (s) 8.8 - 28.4 13.9 - - HCM Lane LOS A - D B - - HCM 95th %tile Q(veh) 0.3 - 0.4 1.2 - - Recent PM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 43 62 34 51 0 Future Vol, veh/h 1 43 62 34 51 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 47 67 37 55 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 104 0 - 0 135 86 Stage 1 - - - - 86 - Stage 2 - - - - 49 - 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 1488 - - - 859 973 Stage 1 - - - - 937 - Stage 2 - - - - 973 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1488 - - - 858 973 Mov Cap-2 Maneuver - - - - 858 - Stage 1 - - - - 936 - Stage 2 - - - - 973 - Approach EB WB SB HCM Control Delay, s 0.2 0 9.5 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1488 - - - 858 HCM Lane V/C Ratio 0.001 - - - 0.065 HCM Control Delay (s) 7.4 0 - - 9.5 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0 - - - 0.2 2025 Background AM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.1 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 7 149 79 261 724 19 Future Vol, veh/h 7 149 79 261 724 19 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 7 155 82 272 754 20 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1190 754 774 0 - 0 Stage 1 754 - - - - - Stage 2 436 - - - - - 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 207 409 842 - - - Stage 1 465 - - - - - Stage 2 652 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 187 409 842 - - - Mov Cap-2 Maneuver 187 - - - - - Stage 1 420 - - - - - Stage 2 652 - - - - - Approach EB NB SB HCM Control Delay, s 19.4 2.3 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 842 - 187 409 - - HCM Lane V/C Ratio 0.098 - 0.039 0.379 - - HCM Control Delay (s) 9.7 - 25 19.1 - - HCM Lane LOS A - D C - - HCM 95th %tile Q(veh) 0.3 - 0.1 1.7 - - 2025 Background AM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.3 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 66 16 24 58 0 Future Vol, veh/h 0 66 16 24 58 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 72 17 26 63 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 43 0 - 0 102 30 Stage 1 - - - - 30 - Stage 2 - - - - 72 - 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 1566 - - - 896 1044 Stage 1 - - - - 993 - Stage 2 - - - - 951 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1566 - - - 896 1044 Mov Cap-2 Maneuver - - - - 896 - Stage 1 - - - - 993 - Stage 2 - - - - 951 - Approach EB WB SB HCM Control Delay, s 0 0 9.3 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1566 - - - 896 HCM Lane V/C Ratio - - - -0.07 HCM Control Delay (s) 0 - - - 9.3 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.2 2025 Background PM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 18 160 100 521 487 21 Future Vol, veh/h 18 160 100 521 487 21 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 19 168 105 548 513 22 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1271 513 535 0 - 0 Stage 1 513 - - - - - Stage 2 758 - - - - - 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 185 561 1033 - - - Stage 1 601 - - - - - Stage 2 463 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 166 561 1033 - - - Mov Cap-2 Maneuver 166 - - - - - Stage 1 540 - - - - - Stage 2 463 - - - - - Approach EB NB SB HCM Control Delay, s 15.7 1.4 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1033 - 166 561 - - HCM Lane V/C Ratio 0.102 - 0.114 0.3 - - HCM Control Delay (s) 8.9 - 29.5 14.1 - - HCM Lane LOS A - D B - - HCM 95th %tile Q(veh) 0.3 - 0.4 1.3 - - 2025 Background PM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.6 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 44 63 35 52 0 Future Vol, veh/h 1 44 63 35 52 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 48 68 38 57 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 106 0 - 0 137 87 Stage 1 - - - - 87 - Stage 2 - - - - 50 - 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 1485 - - - 856 971 Stage 1 - - - - 936 - Stage 2 - - - - 972 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1485 - - - 855 971 Mov Cap-2 Maneuver - - - - 855 - Stage 1 - - - - 935 - Stage 2 - - - - 972 - Approach EB WB SB HCM Control Delay, s 0.2 0 9.5 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1485 - - - 855 HCM Lane V/C Ratio 0.001 - - - 0.066 HCM Control Delay (s) 7.4 0 - - 9.5 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0 - - - 0.2 2025 Short Range Total AM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 6.3 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 22 231 218 261 724 44 Future Vol, veh/h 22 231 218 261 724 44 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 23 241 227 272 754 46 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1480 754 800 0 - 0 Stage 1 754 - - - - - Stage 2 726 - - - - - 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 138 409 823 - - - Stage 1 465 - - - - - Stage 2 479 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 100 409 823 - - - Mov Cap-2 Maneuver 100 - - - - - Stage 1 337 - - - - - Stage 2 479 - - - - - Approach EB NB SB HCM Control Delay, s 27.8 5 0 HCM LOS D Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 823 - 100 409 - - HCM Lane V/C Ratio 0.276 - 0.229 0.588 - - HCM Control Delay (s) 11 - 51.4 25.6 - - HCM Lane LOS B - F D - - HCM 95th %tile Q(veh) 1.1 - 0.8 3.7 - - 2025 Short Range Total AM Peak Hour Kellar Engineering LLC 5: International Blvd & Zurich Dr 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 220 207 55 33 0 Future Vol, veh/h 0 220 207 55 33 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 239 225 60 36 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 285 0 - 0 494 255 Stage 1 - - - - 255 - Stage 2 - - - - 239 - 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 1277 - - - 535 784 Stage 1 - - - - 788 - Stage 2 - - - - 801 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1277 - - - 535 784 Mov Cap-2 Maneuver - - - - 535 - Stage 1 - - - - 788 - Stage 2 - - - - 801 - Approach EB WB SB HCM Control Delay, s 0 0 12.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1277 - - - 535 HCM Lane V/C Ratio - - - -0.067 HCM Control Delay (s) 0 - - - 12.2 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 2025 Short Range Total AM Peak Hour Kellar Engineering LLC 7: International Blvd & Munich Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 188 153 54 32 0 Future Vol, veh/h 0 188 153 54 32 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 204 166 59 35 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 225 0 - 0 400 196 Stage 1 - - - - 196 - Stage 2 - - - - 204 - 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 1344 - - - 606 845 Stage 1 - - - - 837 - Stage 2 - - - - 830 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1344 - - - 606 845 Mov Cap-2 Maneuver - - - - 606 - Stage 1 - - - - 837 - Stage 2 - - - - 830 - Approach EB WB SB HCM Control Delay, s 0 0 11.3 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1344 - - - 606 HCM Lane V/C Ratio - - - -0.057 HCM Control Delay (s) 0 - - - 11.3 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 2025 Short Range Total AM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.5 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 66 16 79 90 0 Future Vol, veh/h 0 66 16 79 90 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 72 17 86 98 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 103 0 - 0 132 60 Stage 1 - - - - 60 - Stage 2 - - - - 72 - 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 1489 - - - 862 1005 Stage 1 - - - - 963 - Stage 2 - - - - 951 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1489 - - - 862 1005 Mov Cap-2 Maneuver - - - - 862 - Stage 1 - - - - 963 - Stage 2 - - - - 951 - Approach EB WB SB HCM Control Delay, s 0 0 9.7 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1489 - - - 862 HCM Lane V/C Ratio - - - -0.113 HCM Control Delay (s) 0 - - - 9.7 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.4 2025 Short Range Total PM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 4.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 33 247 162 521 487 36 Future Vol, veh/h 33 247 162 521 487 36 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 35 260 171 548 513 38 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1403 513 551 0 - 0 Stage 1 513 - - - - - Stage 2 890 - - - - - 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 154 561 1019 - - - Stage 1 601 - - - - - Stage 2 401 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 128 561 1019 - - - Mov Cap-2 Maneuver 128 - - - - - Stage 1 500 - - - - - Stage 2 401 - - - - - Approach EB NB SB HCM Control Delay, s 19.9 2.2 0 HCM LOS C Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1019 - 128 561 - - HCM Lane V/C Ratio 0.167 - 0.271 0.463 - - HCM Control Delay (s) 9.2 - 43.3 16.8 - - HCM Lane LOS A - E C - - HCM 95th %tile Q(veh) 0.6 - 1 2.4 - - 2025 Short Range Total PM Peak Hour Kellar Engineering LLC 5: International Blvd & Zurich Dr 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 247 169 25 34 0 Future Vol, veh/h 0 247 169 25 34 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 268 184 27 37 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 211 0 - 0 466 198 Stage 1 - - - - 198 - Stage 2 - - - - 268 - 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 1360 - - - 555 843 Stage 1 - - - - 835 - Stage 2 - - - - 777 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1360 - - - 555 843 Mov Cap-2 Maneuver - - - - 555 - Stage 1 - - - - 835 - Stage 2 - - - - 777 - Approach EB WB SB HCM Control Delay, s 0 0 11.9 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1360 - - - 555 HCM Lane V/C Ratio - - - -0.067 HCM Control Delay (s) 0 - - - 11.9 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 2025 Short Range Total PM Peak Hour Kellar Engineering LLC 7: International Blvd & Munich Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.9 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 213 145 24 34 0 Future Vol, veh/h 0 213 145 24 34 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 232 158 26 37 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 184 0 - 0 403 171 Stage 1 - - - - 171 - Stage 2 - - - - 232 - 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 1391 - - - 603 873 Stage 1 - - - - 859 - Stage 2 - - - - 807 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1391 - - - 603 873 Mov Cap-2 Maneuver - - - - 603 - Stage 1 - - - - 859 - Stage 2 - - - - 807 - Approach EB WB SB HCM Control Delay, s 0 0 11.4 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1391 - - - 603 HCM Lane V/C Ratio - - - -0.061 HCM Control Delay (s) 0 - - - 11.4 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 2025 Short Range Total PM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 1 44 63 58 86 0 Future Vol, veh/h 1 44 63 58 86 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 1 48 68 63 93 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 131 0 - 0 150 100 Stage 1 - - - - 100 - Stage 2 - - - - 50 - 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 1454 - - - 842 956 Stage 1 - - - - 924 - Stage 2 - - - - 972 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1454 - - - 841 956 Mov Cap-2 Maneuver - - - - 841 - Stage 1 - - - - 923 - Stage 2 - - - - 972 - Approach EB WB SB HCM Control Delay, s 0.2 0 9.8 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1454 - - - 841 HCM Lane V/C Ratio 0.001 - - - 0.111 HCM Control Delay (s) 7.5 0 - - 9.8 HCM Lane LOS A A - - A HCM 95th %tile Q(veh) 0 - - - 0.4 2045 Background AM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 10.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 11 221 117 388 1076 29 Future Vol, veh/h 11 221 117 388 1076 29 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 11 230 122 404 1121 30 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1769 1121 1151 0 - 0 Stage 1 1121 - - - - - Stage 2 648 - - - - - 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 92 251 607 - - - Stage 1 311 - - - - - Stage 2 521 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 74 251 607 - - - Mov Cap-2 Maneuver 74 - - - - - Stage 1 248 - - - - - Stage 2 521 - - - - - Approach EB NB SB HCM Control Delay, s 79.1 2.9 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 607 - 74 251 - - HCM Lane V/C Ratio 0.201 - 0.155 0.917 - - HCM Control Delay (s) 12.4 - 62.4 79.9 - - HCM Lane LOS B - F F - - HCM 95th %tile Q(veh) 0.7 - 0.5 8.1 - - 2045 Background AM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 99 24 36 86 0 Future Vol, veh/h 0 99 24 36 86 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 108 26 39 93 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 65 0 - 0 154 46 Stage 1 - - - - 46 - Stage 2 - - - - 108 - 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 1537 - - - 838 1023 Stage 1 - - - - 976 - Stage 2 - - - - 916 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1537 - - - 838 1023 Mov Cap-2 Maneuver - - - - 838 - Stage 1 - - - - 976 - Stage 2 - - - - 916 - Approach EB WB SB HCM Control Delay, s 0 0 9.8 HCM LOS A Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1537 - - - 838 HCM Lane V/C Ratio - - - -0.112 HCM Control Delay (s) 0 - - - 9.8 HCM Lane LOS A - - - A HCM 95th %tile Q(veh) 0 - - - 0.4 2045 Background PM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 5.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 27 238 149 775 723 32 Future Vol, veh/h 27 238 149 775 723 32 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 28 251 157 816 761 34 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1891 761 795 0 - 0 Stage 1 761 - - - - - Stage 2 1130 - - - - - 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 77 405 826 - - - Stage 1 461 - - - - - Stage 2 308 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 62 405 826 - - - Mov Cap-2 Maneuver 62 - - - - - Stage 1 373 - - - - - Stage 2 308 - - - - - Approach EB NB SB HCM Control Delay, s 35.2 1.7 0 HCM LOS E Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 826 - 62 405 - - HCM Lane V/C Ratio 0.19 - 0.458 0.619 - - HCM Control Delay (s) 10.4 - 105 27.3 - - HCM Lane LOS B - F D - - HCM 95th %tile Q(veh) 0.7 - 1.8 4 - - 2045 Background PM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 2.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 2 65 94 52 77 0 Future Vol, veh/h 2 65 94 52 77 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - 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 2 71 102 57 84 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 159 0 - 0 206 131 Stage 1 - - - - 131 - Stage 2 - - - - 75 - 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 1420 - - - 782 919 Stage 1 - - - - 895 - Stage 2 - - - - 948 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1420 - - - 781 919 Mov Cap-2 Maneuver - - - - 781 - Stage 1 - - - - 894 - Stage 2 - - - - 948 - Approach EB WB SB HCM Control Delay, s 0.2 0 10.2 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1420 - - - 781 HCM Lane V/C Ratio 0.002 - - - 0.107 HCM Control Delay (s) 7.5 0 - - 10.2 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.4 2045 Long Range Total AM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 31.9 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 26 303 256 388 1076 54 Future Vol, veh/h 26 303 256 388 1076 54 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 96 96 96 96 96 96 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 27 316 267 404 1121 56 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2059 1121 1177 0 - 0 Stage 1 1121 - - - - - Stage 2 938 - - - - - 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 60 ~ 251 593 - - - Stage 1 311 - - - - - Stage 2 381 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 33 ~ 251 593 - - - Mov Cap-2 Maneuver 33 - - - - - Stage 1 171 - - - - - Stage 2 381 - - - - - Approach EB NB SB HCM Control Delay, s 191.8 6.3 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 593 - 33 251 - - HCM Lane V/C Ratio 0.45 - 0.821 1.257 - - HCM Control Delay (s) 15.9 - 278.5 184.4 - - HCM Lane LOS C - F F - - HCM 95th %tile Q(veh) 2.3 - 2.8 15.6 - - Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon 2045 Long Range Total AM Peak Hour Kellar Engineering LLC 5: International Blvd & Zurich Dr 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 296 255 55 33 0 Future Vol, veh/h 0 296 255 55 33 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 322 277 60 36 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 337 0 - 0 629 307 Stage 1 - - - - 307 - Stage 2 - - - - 322 - 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 1222 - - - 446 733 Stage 1 - - - - 746 - Stage 2 - - - - 735 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1222 - - - 446 733 Mov Cap-2 Maneuver - - - - 446 - Stage 1 - - - - 746 - Stage 2 - - - - 735 - Approach EB WB SB HCM Control Delay, s 0 0 13.8 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1222 - - - 446 HCM Lane V/C Ratio - - - -0.08 HCM Control Delay (s) 0 - - - 13.8 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.3 2045 Long Range Total AM Peak Hour Kellar Engineering LLC 7: International Blvd & Munich Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 264 201 54 32 0 Future Vol, veh/h 0 264 201 54 32 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 287 218 59 35 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 277 0 - 0 535 248 Stage 1 - - - - 248 - Stage 2 - - - - 287 - 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 1286 - - - 506 791 Stage 1 - - - - 793 - Stage 2 - - - - 762 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1286 - - - 506 791 Mov Cap-2 Maneuver - - - - 506 - Stage 1 - - - - 793 - Stage 2 - - - - 762 - Approach EB WB SB HCM Control Delay, s 0 0 12.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1286 - - - 506 HCM Lane V/C Ratio - - - -0.069 HCM Control Delay (s) 0 - - - 12.6 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 2045 Long Range Total AM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.7 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 99 24 91 118 0 Future Vol, veh/h 0 99 24 91 118 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 108 26 99 128 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 125 0 - 0 184 76 Stage 1 - - - - 76 - Stage 2 - - - - 108 - 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 1462 - - - 805 985 Stage 1 - - - - 947 - Stage 2 - - - - 916 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1462 - - - 805 985 Mov Cap-2 Maneuver - - - - 805 - Stage 1 - - - - 947 - Stage 2 - - - - 916 - Approach EB WB SB HCM Control Delay, s 0 0 10.3 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1462 - - - 805 HCM Lane V/C Ratio - - - -0.159 HCM Control Delay (s) 0 - - - 10.3 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.6 2045 Long Range Total PM Peak Hour Kellar Engineering LLC 2: Timberline Rd & International Blvd 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 13.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 42 325 211 775 723 47 Future Vol, veh/h 42 325 211 775 723 47 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 150 - 400 - - 300 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 95 95 95 95 95 95 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 44 342 222 816 761 49 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 2021 761 810 0 - 0 Stage 1 761 - - - - - Stage 2 1260 - - - - - 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 64 405 816 - - - Stage 1 461 - - - - - Stage 2 267 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 47 405 816 - - - Mov Cap-2 Maneuver 47 - - - - - Stage 1 336 - - - - - Stage 2 267 - - - - - Approach EB NB SB HCM Control Delay, s 69.9 2.4 0 HCM LOS F Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 816 - 47 405 - - HCM Lane V/C Ratio 0.272 - 0.941 0.845 - - HCM Control Delay (s) 11.1 - 248.8 46.8 - - HCM Lane LOS B - F E - - HCM 95th %tile Q(veh) 1.1 - 3.9 8.1 - - 2045 Long Range Total PM Peak Hour Kellar Engineering LLC 5: International Blvd & Zurich Dr 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 333 228 25 34 0 Future Vol, veh/h 0 333 228 25 34 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 362 248 27 37 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 275 0 - 0 624 262 Stage 1 - - - - 262 - Stage 2 - - - - 362 - 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 1288 - - - 449 777 Stage 1 - - - - 782 - Stage 2 - - - - 704 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1288 - - - 449 777 Mov Cap-2 Maneuver - - - - 449 - Stage 1 - - - - 782 - Stage 2 - - - - 704 - Approach EB WB SB HCM Control Delay, s 0 0 13.7 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1288 - - - 449 HCM Lane V/C Ratio - - - -0.082 HCM Control Delay (s) 0 - - - 13.7 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.3 2045 Long Range Total PM Peak Hour Kellar Engineering LLC 7: International Blvd & Munich Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 0.8 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 0 299 204 24 34 0 Future Vol, veh/h 0 299 204 24 34 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage, # - 0 0 - 0 - Grade, % - 0 0 - 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 325 222 26 37 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 248 0 - 0 560 235 Stage 1 - - - - 235 - Stage 2 - - - - 325 - 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 1318 - - - 489 804 Stage 1 - - - - 804 - Stage 2 - - - - 732 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1318 - - - 489 804 Mov Cap-2 Maneuver - - - - 489 - Stage 1 - - - - 804 - Stage 2 - - - - 732 - Approach EB WB SB HCM Control Delay, s 0 0 13 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1318 - - - 489 HCM Lane V/C Ratio - - - -0.076 HCM Control Delay (s) 0 - - - 13 HCM Lane LOS A - - - B HCM 95th %tile Q(veh) 0 - - - 0.2 2045 Long Range Total PM Peak Hour Kellar Engineering LLC 9: International Blvd & Mexico Way 06/26/2024 HCM 2010 TWSC Synchro Report Sean Kellar, PE, PTOE Intersection Int Delay, s/veh 3.4 Movement EBL EBT WBT WBR SBL SBR Lane Configurations Traffic Vol, veh/h 2 65 94 76 111 0 Future Vol, veh/h 2 65 94 76 111 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - 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 2 71 102 83 121 0 Major/Minor Major1 Major2 Minor2 Conflicting Flow All 185 0 - 0 219 144 Stage 1 - - - - 144 - Stage 2 - - - - 75 - 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 1390 - - - 769 903 Stage 1 - - - - 883 - Stage 2 - - - - 948 - Platoon blocked, % - - - Mov Cap-1 Maneuver 1390 - - - 768 903 Mov Cap-2 Maneuver - - - - 768 - Stage 1 - - - - 882 - Stage 2 - - - - 948 - Approach EB WB SB HCM Control Delay, s 0.2 0 10.6 HCM LOS B Minor Lane/Major Mvmt EBL EBT WBT WBR SBLn1 Capacity (veh/h) 1390 - - - 768 HCM Lane V/C Ratio 0.002 - - - 0.157 HCM Control Delay (s) 7.6 0 - - 10.6 HCM Lane LOS A A - - B HCM 95th %tile Q(veh) 0 - - - 0.6 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 24 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