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Home My WebLink AboutMULBERRY CONNECTION - FDP200030 - - TRAFFIC STUDYTraffic Impact Study Mulberry Connection Fort Collins, Colorado Prepared for: Armie Management, LLC. DBA Comunale Properties T R A F F I C I M P A C T S T U D Y Mulberry Connection Fort Collins, Colorado Prepared for Armie Management LLC, DBA Comunale Properties 1855 South Pearl Street Suite 20 Denver, CO 80210 Prepared by Kimley-Horn and Associates, Inc. 4582 South Ulster Street Suite 1500 Denver, Colorado 80237 (303) 228-2300 February 2020 This document, together with the concepts and designs 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 and adaptation by Kimley - Horn and Associates, Inc. shall be without liability to Kimley-Horn and Associates, Inc. 02/04/2020 Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page i TABLE OF CONTENTS TABLE OF CONTENTS ................................................................................................... i APPENDICES ..................................................................................................................ii LIST OF TABLES .............................................................................................................ii LIST OF FIGURES ...........................................................................................................ii 1.0 EXECUTIVE SUMMARY ........................................................................................... 1 2.0 INTRODUCTION ....................................................................................................... 4 3.0 EXISTING AND FUTURE CONDITIONS .................................................................. 6 3.1 Existing Study Area ...........................................................................................................6 3.2 Existing and Future Roadway Network ..............................................................................6 3.3 Existing Traffic Volumes ....................................................................................................8 3.4 Unspecified Development Traffic Growth .........................................................................11 4.0 PROJECT TRAFFIC CHARACTERISTICS ............................................................. 14 4.1 Trip Generation................................................................................................................14 4.2 Trip Distribution ...............................................................................................................15 4.3 Traffic Assignment ...........................................................................................................15 4.4 Total (Background Plus Project) Traffic............................................................................15 5.0 TRAFFIC OPERATIONS ANALYSIS ...................................................................... 20 5.1 Analysis Methodology ......................................................................................................20 5.2 Key Intersection Operational Analysis .............................................................................21 5.4 CDOT Turn Bay Length Analysis .....................................................................................26 5.5 Turn Bay Vehicle Queuing Analysis .................................................................................29 5.6 Multimodal Transportation Analysis .................................................................................32 Pedestrian Analysis ...........................................................................................................32 Bicycle Analysis .................................................................................................................34 Transit Analysis..................................................................................................................34 6.0 CONCLUSIONS AND RECOMMENDATIONS ....................................................... 35 Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page ii APPENDICES Appendix A – Intersection Count Sheets Appendix B – CDOT Traffic Data Appendix C – Trip Generation Worksheets Appendix D – Intersection Analysis Worksheets Appendix E – Conceptual Site Plan LIST OF TABLES Table 1 – Mulberry Connection Project Traffic Generation ........................................................14 Table 2 – Level of Service Definitions .......................................................................................20 Table 3 – Vine Drive and I-25 NW Frontage Road LOS Results................................................22 Table 4 – Redman Drive and I-25 NW Frontage Road LOS Results .........................................23 Table 5 – Mulberry Street N Frontage Road and I-25 NW Frontage Road LOS Results ............24 Table 6 – Mulberry Street (SH-14) and I-25 NW Frontage Road LOS Results ..........................25 Table 7 – I-25 NW Frontage Road Access LOS Results ...........................................................26 Table 8 – Turn Lane Length Analysis Results ...........................................................................29 LIST OF FIGURES Figure 1 – Vicinity Map ................................................................................................................5 Figure 2 – Site Area ....................................................................................................................7 Figure 3 – Existing Lane Configurations and Control...................................................................9 Figure 4 – 2019 Existing Traffic Volumes ..................................................................................10 Figure 5 – 2020 Background Traffic Volumes............................................................................12 Figure 6 – 2040 Background Traffic Volumes............................................................................13 Figure 7 – Project Trip Distribution ............................................................................................16 Figure 8 – Project Traffic Assignment .......................................................................................17 Figure 9 – 2020 Background Plus Project Traffic Volumes ........................................................18 Figure 10 – 2040 Background Plus Project Traffic Volumes ......................................................19 Figure 11 – 2020 Recommended Lane Configurations and Control ..........................................30 Figure 12 – 2040 Recommended Lane Configurations and Control ..........................................31 Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 1 1.0 EXECUTIVE SUMMARY Mulberry Connection is a proposed industrial facility to be located on the northwest corner of the Redman Drive and I-25 NW Frontage Road in Fort Collins, Colorado. The industrial facility consists of two buildings with a total of approximately 165,000 square feet of building space. It is expected that the project will be completed by 2020; therefore, analysis was conducted for the 2020 short term horizon as well as the 2040 long-term horizon. The purpose of this traffic study is to identify project traffic generation characteristics and potential project traffic related impacts on the local street system, as well as to develop mitigation measures required for identified impacts. The following intersections were incorporated into this traffic study in accordance with the City of Fort Collins and State of Colorado Department of Transportation (CDOT) standards and requirements: • Vine Drive and I-25 NW Frontage Road • Redman Drive and I-25 NW Frontage Road • Mulberry Street Frontage Road and I-25 NW Frontage Road • Mulberry Street (SH-14) and I-25 NW Frontage Road. In addition, the proposed project access along the west side of the I-25 NW Frontage Road near the north property line was also included for evaluation. Regional access will be provided by Interstate 25 (I-25) and Mulberry Street (SH-14). Primary access to the site will be provided by the I-25 NW Frontage Road while direct access to the project is provided by one (1) full movement access proposed along the west side of the I-25 NW Frontage Road near the north property line . The proposed access along I-25 NW Frontage Road is located approximately 550 feet north of Redman Drive. Additionally, three f ull movement accesses are proposed along the north side of Redman Drive. Mulberry Connections is expected to generate approximately 558 daily weekday trips with 66 of these trips occurring during each of the weekday morning and afternoon peak hours. Distribution of project traffic was based on the existing and proposed area street system characteristics, existing traffic patterns, anticipated surrounding development in the area, and Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 2 the proposed access system for the project . Assignment of project traffic was based upon the trip generation described previously and the distributions developed. Based on the analysis presented in this report, Kimley -Horn believes the proposed Mulberry Connections project will be successfully incorporated into the existing and future roadway network. The proposed project development and expected traffic volumes resulted in the following recommendations and conclusions: • The threshold for requiring an access permit along CDOT roadways occurs when project traffic is anticipated to increase the existing access traffic volumes by more than 20 percent. Based on traffic projections, the addition of project traffic on the north leg of the I-25 NW Frontage Road at SH-14 (Mulberry Street) is not anticipated to increase existing access traffic volumes by more than 20 percent (12.8 percent increase AM peak hour 51/399 and 6.5 percent increase PM peak hour 30/462). Therefore, it is not believed that CDOT will require an access permit at this location in association with this project. However, access permits will be required on the west leg of Redman Drive at the I-25 NW Frontage Road and at the proposed project access located on the west side of the I-25 NW Frontage Road. • The project proposes a new full movement access along the west side of the I-25 NW Frontage Road. The project access drive is recommended to have a R1-1 “STOP” sign installed for the exiting approach. A northbound left turn lane with 275 feet of length plus a 160-foot taper is warranted by CDOT State Highway Access Code standards at this access, although left turn lanes are not present at any other intersect ions along I-25 NW Frontage Road in this area. A single exiting lane will be sufficient to accommodate exiting project traffic on the eastbound access approach. • A northbound left turn lane with 275 feet of length plus a 160 -foot taper is warranted based on existing traffic volumes and CDOT Standards at the intersection of Redman Drive and I- 25 NW Frontage Road, although left turn lanes are not present at any other intersections along I-25 NW Frontage Road in this area . • Due to Interstate 25 construction, the intersection of Vine Drive and I-25 NW Frontage Road is currently a two-leg (south and west legs) uncontrolled turn intersection. Prior to the Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 3 reconstruction of the Vine Drive bridge over I-25, this intersection was a standard T- intersection with stop control along the northbound I-25 NW Frontage Road approach. All three approaches provided single lanes for shared movements when it was previously a standard T-intersection. It is anticipated that this intersection will be a standard T- Intersection again when the reconstruction of the Vine Drive bridge over I-25 is complete. With the previous T-Intersection lane configurations and control, all movements at this intersection are expected to operate acceptably with LOS C or better during the peak hours in 2020. By 2040, the northbound approach of this intersection may experience long delays during the afternoon peak hour if future traffic volumes are realized. With the existing lane configurations, this intersection is expected to operate acceptably during th e peak hours in 2040 with all-way stop control. As a two-way stop-controlled intersection, this intersection is also expected to operate acceptably in 2040 with separate northbound left and right turn lanes and a designated westbound left turn lane. These lane improvements should be considered when this intersection is reconstructed with the new Vine Drive bridge over I -25. Otherwise, all-way stop control is expected to work operationally with the lane configurations at this intersection prior to the recons truction of the Vine Drive bridge over I-25 if found to be warranted and needed sometime in the future. • By 2040, three eastbound and westbound through lanes will needed along Mulberry Street (SH-14) if future traffic volumes are realized. It should be noted that acceleration lanes are typically absorbed along CDOT highways with implementation of three through lanes in each direction; however, separate acceleration lanes may also be needed in order for these right turn movements to operate acceptably during peak hours in 2040. • Any on-site and off-site signing and striping improvements should be incorporated into the Civil Drawings and conform to City of Fort Collins and CDOT Standards as well as the Manual on Uniform Traffic Control Devices – 2009 Edition (MUTCD). Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 4 2.0 INTRODUCTION Mulberry Connection is a proposed industrial facility to be located on the northwest corner of the Redman Drive and I-25 NW Frontage Road in Fort Collins, Colorado. A vicinity map illustrating the project location is shown in Figure 1. The industrial facility is anticipated to include approximately 165,000 square feet of building space . A conceptual site plan illustrating the development is shown in Appendix E. It is expected that the project will be completed by 2020; therefore, analysis was conducted for the 2020 short term horizon as well as the 2040 long -term horizon. The purpose of this traffic study is to identify project traffic generation characteristics and potential project traffic related impacts on the local street s ystem, as well as to develop mitigation measures required for identified impacts. The following intersections were incorporated into this traffic study in accordance with the City of Fort Collins and State of Colorado Department of Transportation (CDOT) standards and requirements: • Vine Drive and I-25 NW Frontage Road • Redman Drive and I-25 NW Frontage Road • Mulberry Street Frontage Road and I-25 NW Frontage Road • Mulberry Street (SH-14) and I-25 NW Frontage Road. In addition, the proposed project access along the west side of the I-25 NW Frontage Road near the north property line was also included for evaluation. Regional access will be provided by Interstate 25 (I-25) and Mulberry Street (SH-14). Primary access to the site will be provided by the I-25 NW Frontage Road while direct access to the project is provided by one (1) full movement access proposed along the west side of the I-25 NW Frontage Road near the north property line . The proposed access along I-25 NW Frontage Road is located approximately 5 50 feet north of Redman Drive. Additionally, three full movement accesses are proposed along the north side of Redman Drive. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 6 3.0 EXISTING AND FUTURE CONDITIONS 3.1 Existing Study Area The existing site is comprised of farmland, while the immediate surrounding area primarily consists of farmland, vacant land, and industrial uses. Interstate 25 is located directly to the east while industrial and retail uses are south of the project. Single family residenc es are located in the extended area to the north , south, and west. The land uses and roadway network surrounding the site are shown in Figure 2. 3.2 Existing and Future Roadway Network Mulberry Street (SH-14) provides two through lanes of travel eastbound and westbound with left and right turn lanes at all major intersections . Mulberry Street provides raised median and a posted speed limit of 45 miles per hour through the study area. The I-25 NW Frontage Road currently extends primarily north-south with one lane in each direction and has a posted speed limit of 45 miles per hour. Vine Drive extends eastbound and westbound with one lane of travel in each direction with a posted speed limit of 45 miles per hour. Vine Drive currently does not extend east of I-25 NW Frontage Road due to the reconstruction of the Vine Drive bridge over I- 25. Mulberry Street N Frontage Road extends east -west with one lane in each direction and has a 35 mile per hour speed limit. Redman Drive extends east -west and is an unmarked two-lane private roadway. The intersection of Vine Drive and I-25 NW Frontage Road is currently a two-leg uncontrolled bend intersection. Prior to the reconstruction of the Vine Drive bridge over I -25, this intersection was a standard T-intersection with stop control along the northbound I-25 NW Frontage Road approach. All three approaches provided single lanes for shared movements when it was previously a standard T-intersection. It is expected that this intersection wi ll be a standard T- Intersection again when the reconstruction of the Vine Drive bridge over I-25 is complete. The existing T-intersection of Redman Drive and I-25 NW Frontage Road operates with stop control on the eastbound Redman Drive approach. All approaches to the intersection include a single shared movement lane. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 8 The existing T-intersection of Mulberry Street N Frontage Road and I-25 NW Frontage Road operates with stop control on the eastbound Mulberry Street N Frontage Road approach. All approaches to the intersection include a single shared movement lane. This intersection is in close proximity to the Mulberry Street and I-25 NW Frontage Road intersection with movements on the north leg being incorporated within the intersection to th e south. The intersection of Mulberry Street (SH-14) and I-25 NW Frontage Road operates with yield control along the northbound and southbound approaches. The yield control is due to the left turn and through movements being restricted along the northbound and southbound approaches of this intersection and the right turn free movements being incorporated into acceleration lanes along the same approaches. The eastbound and westbound approaches of this intersection provide a left turn lane, two through lane s, and a right turn lane. The northbound and southbound approaches include a right turn lane. The intersection lane configuration and control for the study area key intersections are shown in Figure 3. 3.3 Existing Traffic Volumes Existing peak hour turning movement counts were conducted at the study area intersections on Wednesday, July 17, 2019 . The counts were conducted in 15 -minute intervals during the morning and afternoon peak hours of adjacent street traffic from 7:00 AM to 9:00 AM and 4:00 PM to 6:00 PM on this count date. Existing turning movement counts are shown in Figure 4 with count sheets provided in Appendix A. 56(226)152(62)11(1)53(197)2(0)154(82)4(4) 4(7)18(47)225(297)67(93)142(149)2(14) 15(7)112(142)152(127)64(149) 1315(2111) 58(90) 183(186) 1817(1363) 85(60) Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 11 3.4 Unspecified Development Traffic Growth Based on information provided on the website for CDOT, the 20 -year growth factor along SH-14 (Mulberry Street) adjacent to the study area is 1.40 and 1.44. These values equate to annual growth rates of approximately 1.70 and 1.84 percent per year, respectively. Traffic information from the CDOT Online Transportation Information System (OTIS) website is included in Appendix B. Based on this, a two (2) percent annual growth rate was used to calcula te future traffic volumes at the study area intersections. This annual growth rate was used to estimated short term 2020 and long term 2040 traffic volumes at the key intersections. The estimated 2019 existing daily traffic volume along Vine Drive within the project limits is approximately 3,200 vehicles per day while City of Fort Collins historical count data reveals that this segment had approximately 6,500 vehicles per day in 2018 prior to the closure of Vine Drive east of NW Frontage Road due to the reconstruction of I-25 and the Vine Drive bridge over I-25. As a result, turning movements were developed at the intersection of Vine Drive and I -25 NW Frontage Road as a standard T-intersection to represent the future reopening of Vine Drive east of I -25 NW Frontage Road. These turning movement counts were also increased to reflect the previous 6,500 vehicles per day along Vine Drive with an annual growth applied to the adjusted existing turning movement counts to develop future background traffic volumes at this intersection. Background traffic volumes for 2020 and 2040 are shown in Figure 5 and Figure 6, respectively. 57(231)20(36)82(199) 155(63) 240(107) 36(41)11(1)77(240)2(0)194(128)4(4) 4(7)18(48)230(303)68(95)145(152)2(14) 15(7)114(145)155(130)65(152) 1341(2153) 59(92) 187(190) 1853(1390) 87(61) 85(343)30(53)121(296) 230(94) 356(159) 53(61)17(2)114(356)3(0)288(189)6(6) 6(11)27(71)341(450)102(141)215(226)3(21) 23(11)170(215)230(192)97(226) 1993(3200) 88(136) 277(282) 2754(2066) 129(91) Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 14 4.0 PROJECT TRAFFIC CHARACTERISTICS 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 s to estimate traffic generated by the development during a specific time interval. The acknowledged source for trip generation rates is the Trip Generation Manual1 published by the Institute of Transportation Engineers (ITE). ITE has established trip rates in nationwide studies of similar land uses . For this study, Kimley-Horn used the ITE Trip Generation Report average rates equations that apply to Industrial Park land use (ITE Code 130) for traffic associated with the development. Mulberry Connections is expected to generate approximately 558 daily weekday trips with 66 of these trips occurring during each of the weekday morning and afternoon peak hours. Calculations were based on the procedure and information provided in the ITE Trip Generation Manual, 10th Edition – Volume 1: User’s Guide and Handbook, 2017. Table 1 summarizes the estimated trip generation for the proposed development. The trip generation worksheet is included in Appendix C. Table 1 – Mulberry Connection Project Traffic Generation Vehicle Trips Land Use Daily AM Peak Hour PM Peak Hour In Out Total In Out Total Industrial Park (ITE 130) – 165,000 Square Feet 558 53 13 66 14 52 66 1 Institute of Transportation Engineers, Trip Generation Manual, Tenth Edition, Washington DC, 2017. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 15 4.2 Trip Distribution Distribution of project traffic was based on the existing and proposed area street system characteristics, existing traffic patterns, anticipated surrounding development in the area, 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 . The trip distribution was developed with the current reconstruction of the Vine Drive bridge over I-25 being complete by buildout of the proposed development. It should be noted that vehicle departures to the east along Mulberry Street were distributed to both the Mulberry Street Frontage Road and Vine Drive due to restricted movements at the intersection of Mulberry Street and I -25 NW Frontage Road. The project trip distribution is illustrated in Figure 7. 4.3 Traffic Assignment Traffic assignment was obtained by applying the project trip distribution to the estimated traffic generation of the development shown in Table 1. Site traffic assignment for the project is shown in Figure 8. Of note, it is anticipated that the peak hour traffic volume generated by the project would be primarily passenger vehicles, as employee arrivals and departu res. It was identified by the owner (and verified through driving experience) that trucks avoid the morning and afternoon rush hours. However, passenger car equivalents (PCEs) were calculated based on a conservative estimate that 10 percent of the site generated traffic in the peak hours would be trucks with length greater than 40 feet to count as three (3) passenger cars. These are shown in the attached Figure 8 as well. 4.4 Total (Background Plus Project) Traffic Site traffic volumes were added to the background volumes to represent estimated traffic conditions for the short term 2020 horizon and long term 2040 horizon. These total traffic volumes for the site are illustrated for the 2020 and 2040 horizon years in Figures 9 and 10, respectively. Passenger car equivalent volumes are shown fo r the two project accesses to be used in determining CDOT turn lane warrants and design requirements as discussed in Section 5.4. [40%]5%[10%]10%30%55%[15%]5%[15%] [35%]85%[35%][15%][15%] 50%[35%]35%[15%]30%5%10%[35%] [15%] 1(5)5(21)5(1) 3(1)29(8)16(4)3(1)2(8)2(8) 5(18)45(12)2(8)5(18)5(18)19(5) 2(8) 27(7)16(4)2(8)5(1)3(1)5(18) 2(8)7(22)23(7) 2(10) 33(9)55(14)2(10)7(22)1(7)7(25)7(1) 3(1)20(4)2(10)7(1)3(1)7(22) 2(10)35(10)20(4)3(1)2(10)2(10) 7(22) 58(236)25(57)82(199) 160(64) 240(107) 39(42)40(9)93(244)5(1)196(136)6(12) 9(25)18(48)275(315)70(103)150(170)2(14) 15(7)114(145)160(148)84(157) 1343(2161) 59(92) 214(197) 1853(1390) 87(61)16(4)80(274)5(1)194(105)5(18) 2(8) 11(29) 6(14)5(1)46(11)20(4)7(22)7(1)2(10) 86(348)35(74)121(296) 235(95) 356(159) 56(62)46(10)130(360)6(1)290(197)8(14) 11(29)27(71)386(462)104(149)220(244)3(21) 23(11)170(215)235(210)116(231) 1995(3208) 88(136) 304(289) 2754(2066) 129(91)16(4)117(404)5(1)286(156)5(18) 2(8)52(12)6(1)8(16) 13(33) 2(10) 7(22)20(4)7(1) Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 20 5.0 TRAFFIC OPERATIONS ANALYSIS Kimley-Horn’s analysis of traffic operations in the site vicinity was conducted to determine potential capacity deficiencies in the 2020 and 2040 development horizons at the identified key intersections. The acknowledged source for determining overall capacity is the cu rrent edition of the Highway Capacity Manual (HCM)2. 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. It ranges from A (very little delay) to F (long delays and congestion). Typical standard traffic engineering practice recommends LOS D as the minimum threshold for acceptable operations. Table 2 shows the definition of level of service for signalized and unsignalized intersections . Table 2 – Level of Service Definitions Level of Service Signalized Intersection Average Total Delay (sec/veh) Unsignalized Intersection Average Total Delay (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 _______________ Definitions provided from the Highway Capacity Manual, Sixth Edition , Transportation Research Board, 2016. Study area intersections were analyzed based on average total delay analysis for signalized and unsignalized intersections. Under the unsignalized analysis, the LOS for a two -way stop- controlled intersection is determined by the computed or measured control delay and is defined for each minor movement. LOS for a two-way stop-controlled intersection is not defined for the intersection as a whole. LOS for a signalized and all-way stop controlled intersection is defined for each approach and for the overall intersection. 2 Transportation Research Board, Highway Capacity Manual, Sixth Edition, Washington DC, 2016. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 21 5.2 Key Intersection Operational Analysis Calculations for the level of service at the key intersection s and project access driveways for the study area are provided in Appendix D. The existing year analysis is based on the lane geometry and intersection control shown in Figure 3. Synchro traffic analysis software was used to analyze the study area intersections and access drive ways. The Synchro Highway Capacity Manual (HCM) methodology reports were used to analyze intersection delay and level of service. Vine Drive and I-25 NW Frontage Road The intersection of Vine Drive and I-25 NW Frontage Road is currently a two -leg uncontrolled turn intersection. Prior to reconstruction of I-25 and the Vine Drive bridge over I-25, this intersection was a standard T-intersection with stop control along the northbound I-25 NW Frontage Road approach. All three approaches were single lanes for shared movements when this intersection was a standard T-intersection. This intersection will be a standard T- Intersection again in the future when reconstruction of the Vine Drive bridge over I-25 is complete. With the previous T-Intersection lane configurations and control, all movements at this intersection are expected to operate acceptably with LOS C or better during the peak hours in 2020. By 2040, the northbound approach of this intersection is expected to experience long delays during the afternoon peak hour if future traffic volumes are realized. With the existing lane configurations, this intersection is expected to operate acceptably during the peak hours i n 2040 with all-way stop control. As a two-way stop-controlled intersection, this intersection is also expected to operate acceptably in 2040 with separate northbound left and right turn lanes and a designated westbound left turn lane. These lane improveme nts should be considered when this intersection is reconstructed with the new Vine Drive bridge over I-25. Otherwise, all-way stop control is expected to work operationally with the lane configurations at this intersection if found to be warranted and needed sometime in the future. Table 3 provides the results of the level of service at this intersection. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 22 Table 3 – Vine Drive and I-25 NW Frontage Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2020 Background Northbound Approach Westbound Left 13.1 8.0 B A 18.2 8.0 C A 2020 Background Plus Project Northbound Approach Westbound Left 13.2 8.0 B A 19.1 8.0 C A 2040 Background Northbound Approach Westbound Left 20.1 8.5 C A 91.8 8.5 F A 2040 Background Plus Project # Northbound Left Northbound Right Westbound Left 16.4 10.1 8.5 C B A 33.7 11.1 8.4 D B A # = Includes Designated Northbound Left and Right Turn Lane and Westbound Left Turn Lane Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 23 Redman Drive and I-25 NW Frontage Road The existing T-intersection of Redman Drive and I-25 NW Frontage Road operates with stop control on the eastbound Redman Drive approach . All movements at this intersection currently operate acceptably with LOS B or better during the peak hours. Based on CDOT Standards, a northbound left turn lane will be needed at this intersection. With the new lane configuration, all movements at this intersection are expected to continue to operate acceptably with LOS B or better during the peak hours throughout the 2040 horizon. Table 4 provides the results of the level of service at this intersection. Table 4 – Redman Drive and I-25 NW Frontage Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2019 Existing Northbound Left Eastbound Approach 7.7 10.0 A B 7.4 9.4 A A 2020 Background Northbound Left Eastbound Approach 7.8 10.5 A B 7.5 9.9 A A 2020 Background Plus Project # Northbound Left Eastbound Approach 7.9 10.9 A B 7.6 10.3 A B 2040 Background Northbound Left Eastbound Approach 8.2 12.0 A B 7.7 10.9 A B 2040 Background Plus Project # Northbound Left Eastbound Approach 8.3 12.6 A B 7.7 11.5 A B # = Includes Northbound Left Turn Lane based on CDOT Standards Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 24 Mulberry Street N Frontage Road and I-25 NW Frontage Road The existing T-intersection of Mulberry Street Frontage Road and I-25 NW Frontage Road operates with stop control on the eastbound Mulberry Street N Frontage Road approach. All movements at this intersection currently operate acceptably with LOS B or better during the morning and afternoon peak hours. With the existing lane configurations and control, all movements at this intersection are expected to continue to operate acceptably with LOS C or better during the peak hours in 2020 and 2040. Table 5 provides the results of the level of service at this intersection. Table 5 – Mulberry Street N Frontage Road and I-25 NW Frontage Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2019 Existing Northbound Left Eastbound Approach 7.9 10.2 A B 7.9 12.8 A B 2020 Background Northbound Left Eastbound Approach 7.9 10.2 A B 7.9 12.9 A B 2020 Background Plus Project Northbound Left Eastbound Approach 8.0 10.4 A B 8.0 13.4 A B 2040 Background Northbound Left Eastbound Approach 8.4 11.6 A B 8.4 18.1 A C 2040 Background Plus Project Northbound Left Eastbound Approach 8.4 11.9 A B 8.5 19.0 A C Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 25 Mulberry Street (SH-14) and I-25 NW Frontage Road The intersection of Mulberry Street (SH-14) and I-25 NW Frontage Road operates with yield control along the northbound and southbound approaches . All movements at this intersection currently operate acceptably with LOS C or better during the peak hours. With the existing lane configurations and control, all movements at this intersection are expected to continue to operate acceptably with LOS C or better during the peak hours in 2020. By 2040, the eastbound and westbound left turn moveme nts may experience long delays if future traffic volumes are realized. With three eastbound and westbound through lanes along Mulberry Street, all movements at this intersection are expected to operate acceptably during the peak hours in 2040. It should be noted that acceleration lanes are typically absorbed along CDOT highways with implementation of three through lanes in each direction; however, acceleration lanes are still needed in order for these right turn movements to operate acceptably during peak hours in 2040. Table 6 provides the results of the level of service at this intersection. Table 6 – Mulberry Street (SH-14) and I-25 NW Frontage Road LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2019 Existing Eastbound Left Westbound Left 14.2 10.1 B B 11.4 21.3 B C 2020 Background Eastbound Left Westbound Left 14.7 10.2 B B 11.9 24.8 B C 2020 Background Plus Project Eastbound Left Westbound Left 15.8 10.2 C B 12.1 24.8 B C 2040 Background Eastbound Left Westbound Left V>C 20.9 F C 105.5 V>C F F 2040 Background Plus Project # Eastbound Left Westbound Left 23.8 13.4 C B 21.6 48.5 C E # = Includes Three Eastbound and Westbound Through Lanes Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 26 I-25 NW Frontage Road Access The I-25 NW Frontage Road Access for the Mulberry Connection project is proposed to be located approximately 550 feet north of Redman Drive. The project access eastbound approach to I-25 NW Frontage Road is recommended to be stop controlled with installation of a R1-1 “STOP” sign for this approach. A northbound left turn lane is warranted at this intersection based on CDOT Standards while single shared movement lanes are anticipated to be sufficient along the eastbound and southbound approaches of this intersection. With this configuration in the opening year of 2020 as well as the long-term horizon 2040, all movements at this intersection are anticipated to operate at acceptable levels of service during the weekday peak hours. Table 7 provides the results of the level of service analysis for this intersection. Table 7 – I-25 NW Frontage Road Access LOS Results Scenario AM Peak Hour PM Peak Hour Delay (sec/veh) LOS Delay (sec/veh) LOS 2020 Background Plus Project Northbound Left Eastbound Approach 7.7 10.3 A A 7.5 10.7 A B 2040 Background Plus Project Northbound Left Eastbound Approach 7.9 11.3 A B 7.6 12.2 A B 5.4 CDOT Turn Bay Length Analysis The threshold for requiring an access permit along CDOT roadwa ys occurs when project traffic is anticipated to increase the existing access traffic volumes by more than 20 percent. Based on traffic projections, the addition of project traffic on the north leg of the I-25 NW Frontage Road at SH-14 (Mulberry Street) is not anticipated to increase existing access traffic volumes by more than 20 percent (12.8 percent increase AM peak hour 51/399 and 6.5 percent increase PM peak hour 30/462). Therefore, it is not believed that CDOT will require an access permit at this location in association with this project. However, access permits will be required on the west leg of Redman Drive at the I-25 NW Frontage Road and at the proposed project access located on the west side of the I-25 NW Frontage Road. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 27 CDOT categorizes I-25 NW Frontage Road as F-R: Frontage Road within the project limits. The I-25 NW Frontage Road has a posted speed limit of 45 miles per hour adjacent to the site. Auxiliary turn lanes along state highways should be constructed in accordance with the current CDOT State Highway Access Code (Access Code). According to the State Highway Access Code for category F-R roadways, the following thresholds apply: • If the posted speed limit is greater than 40 mph, a left turn deceleration lane and taper is required for any access with a projected peak hour left ingress turning volume greater than 10 vehicles per hour (vph). The taper length will be included within the required deceleration length. • If the posted speed limit is greater than 40 mph, a right turn deceleration lane with taper is required for any access with a projected peak hour right ingress tu rning volume greater than 25 vehicles per hour (vph). The taper length will be included within the required deceleration length . • A right turn acceleration lane with taper is required for any access with a projected peak hour right turning volume greater than 50 vph when the posted speed on the highway is greater than 40 mph and the highway has only one lane for through traffic in the direction of the right turn. The taper length will be included within the required acceleration length. The following will evaluate the existing auxiliary turn lanes with the standards set forth in the Access Code at the Redman Drive and I-25 NW Frontage Road intersection, as well as at the I- 25 NW Frontage Road Access. Redman Drive and I-25 NW Frontage Road • A northbound left turn deceleration lane is warranted based on existing traffic volumes (11 vph during the morning peak hour). It is further warranted in 2040 with projected background plus project traffic volumes being 46 northbound left turn movements (52 PCEs) during the peak hour and the threshold being 10 vph. Since I-25 NW Frontage Road has a category of F-R with a speed limit greater than 40 mph (45 mph), the left turn lane requirement is deceleration length with a taper length included within the required deceleration length . Based on the speed limit of 45 mph, the required total Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 28 northbound left turn deceleration length is 435 feet (a 275-foot deceleration lane plus a 160-foot taper length, with 13.5 to 1 ratio). • A southbound right turn deceleration lane is not warranted based on projected 2040 background plus project traffic volumes being six (6) southbound right turn movements (also 6 PCEs) during the peak hour and the threshold being 25 vph. • An eastbound to southbound right turn acceleration lane is not warranted based on projected 2040 background plus project traffic volumes being 29 eastbound right turn movements (33 PCEs) during the peak hour and the threshold being 50 vph. North Access and I-25 NW Frontage Road • A northbound left turn deceleration lane is warranted based on projected 2040 background plus project traffic volumes being 16 northbound left turn movements (20 PCEs) during the peak hour and the threshold being 10 vph. Since I-25 NW Frontage Road has a category of F-R with a speed limit greater than 40 mph (45 mph), the left turn lane requirement is deceleration length with a taper length included within the required deceleration length. Based on the speed limit of 45 mph, the required total northbound left turn deceleration length is 435 feet (a 275-foot deceleration lane plus a 160-foot taper length, with 13.5 to 1 ratio). • A southbound right turn deceleration lane is not warranted based on projected 2040 background plus project traffic volumes being five (5) southbound right turn movements (7 PCEs) during the peak hour and the threshold being 25 vph. • An eastbound to southbound right turn acceleration lane is not warranted based on projected 2040 background plus project traffic volumes being eight (8) eastbound right turn movements (10 PCEs) during the peak hour and the threshold being 50 vph. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 29 5.5 Turn Bay Vehicle Queuing Analysis Turn lane length analysis was conducted for the study area intersection. Results were obtained from the 95th percentile queue lengths obtained from the Synchro analysis . Turn storage length analysis worksheets are incorporated with the intersection operational outputs pro vided in Appendix D. Results of the turn lane length analysis at the key study intersections are provided in Table 8. Table 8 – Turn Lane Length Analysis Results Intersection Turn Lane Existing Turn Lane Length (feet) 2020 Calculated Queue Length (feet) 2020 Recommended Turn Lane Length (feet) 2040 Calculated Queue Length (feet) 2040 Recommended Turn Lane Length (feet) Vine Dr & NW Frontage Rd Westbound Left Northbound Left Northbound Right DNE DNE DNE - - - - - - 25’ 175’ 25’ 150’ 175’ C Redman Dr & NW Frontage Rd Northbound Left DNE 25’ 275’+160’T 25’ 275’+160’T Mulberry St & NW Frontage Rd Eastbound Left Westbound Left 225’ 175’ 25’ 25’ 225’ 175’ 80’ 70’ 225’ 175’ NW Frontage Road Access Northbound Left DNE 25’ 275’+160’T 25’ 275’+160’T DNE = Does Not Exist; C = Continuous Lane As shown in the table repre senting the vehicle queuing results, all anticipated vehicle queues are accommodated or manag ed within existing or proposed turn lanes at the study area intersections throughout the 2040 horizon. Based on the results of the level of service operational analysis and turn lane analysis, the recommended lane configurations and control of the study key intersections is shown in Figure 11 for the short-term 2020 horizon and in Figure 12 for long-term 2040 horizon. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 32 5.6 Multimodal Transportation Analysis A multimodal transportation analysis was performed as part of this traffic study to meet City of Fort Collins standards and requirements. This multi -modal evaluation includes an assessment of operations and level of service for pedestrians, bicycles , and transit, as outlined with the City of Fort Collins Multimodal Transportation Level of Service Manual and Adequate Public Facilities Plan. Each of these will be discussed further within the following sectio ns: Pedestrian Analysis The five level of service standards specific to pedestrian facilities were reviewed as part of this project. These include directness, continuity, street crossings, visual interest and amenity, and security. Mulberry Connection is proposed to be located on the northwest corner of the Redman Drive and I-25 NW Frontage Road intersection in Fort Collins, Colorado. Interstate 25 and the NW Frontage Road acts as a boundary for the project site to the east and the immediate surrounding area mainly consists of industrial and commercial uses. With the proposed Mulberry Connection being integrated into the project area, it is anticipated to be primarily a vehicle generated destination. The five level of service quality measure assessments are as follows: Directness The City of Fort Collins identifies directness as the walking distance to destinations including transit stops, schools, parks, commercial employment or activity areas. A grid street pattern with sidewalks typifies the ideal system, as is present with this proposed project location. Measurement of directness is the ratio of the A distance to such destinations by way of pedestrian sidewalk or pathway divided by Minimum right-angle distance characterized by the grid street pattern (the A/M ratio). Pedestrian activity generated by this project is anticipated to be along the NW Frontage Road, to and from the hardware and gas station uses immediately south of the project. However, pedestrian activity from the project site is expecte d to minimal. No major City destinations are located within a quarter -mile of the project. As the actual distance is the same as the minimum distance, the ratio of directness is 1.0, which is less than the maximum 1.2 threshold for Level of Service A. Therefore, this criterion is met with this project, level of service A. Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 33 Continuity Continuity is defined as the completeness of the sidewalk/walkway systems with avoidance of gaps. Where the pedestrian corridor is integrated within the activities along the corridor, level of service A results. The NW Frontage Road does not include sidewalks within the project limits; therefore, this section operates with LOS F for continuity due to not having an existing pedestrian network. Street Crossings There are four types of street crossings with associated level of service ratings. The first is signalized intersections where elements include grade separation, number of lanes to cross, signal indication, well-marked crosswalks, lighting, raised median width, visibility, curb ramps, pedestrian buttons, convenience, comfort, and security. The second is unsignalized intersection crossing of major streets where grade separation, number of lanes to cross, well -marked crosswalks, lighting, raised median width, visibility, and curb ramps are evaluated. Third, unsignalized intersection crossings of minor streets that include an evaluation of well -marked crosswalks, lighting, and curb ramps. The fourth and last is mid -block crossings where the number of lanes to cross, streng th of crosswalk presence, well-marked crosswalks, lighting, raised median width, curb ramps, pedestrian signals, convenience, comfort, and security are considered. There are not any public street crossings at any of the study area intersections nor any mid- block crosswalks within the study area. As mentioned previously, the NW Frontage Road is a vehicle generated roadway and no improvements for crosswalks are recommended. Visual Interest and Amenity This identifies a pedestrian system to be aestheticall y compatible with local architecture and include pedestrian amenities. NW Frontage Road does not provide sidewalks or street lights; therefore, the walking environment is not appealing to pedestrians. Security As identified by the City of Fort Collins requirements, the highest level of service is in an environment with high pedestrians and police presence, clear lines of sight, and good lighting levels. The lowest is where the streetscape is totally intimidating with major breaches in Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 34 pedestrian visibility from the street, adjacent land uses, and activities. NW Frontage Road does not provide sidewalks or street lights; therefore, the sense of security is not optimal. However, pedestrian activity is expected to minimal in this area and with this project. Bicycle Analysis Bicycle level of service standards are based on connectivity to various bike facilities in connecting corridors. Bicycle corridors may contain either on -street lanes, off -street paths, or on-street routes, with on-street routes preferred providing this safer and more direct connectivity. On-street bicycle lanes do not currently exist along the NW Frontage Road within the project area. Bicyclists could traverse the general area by using the existing street system, if desired. Transit Analysis Transit level of service standards have been developed to plan for a well -connected intermodal transportation system. The transit service is developed so that it is frequent, reliable, and accessible. Route 14, Downtown Transit Center (DTC)-Lincoln-Mulberry-John Deere-Vine- Timberline provides service adjacent to the project site along I-25 NW Frontage Road. There is not currently a connection for pedestrians to access the transit route from the proposed project site. Conclusions Generally, no pedestrian or bicycle connections exist in the area. As discussed, it is anticipated that the industrial land use located near Interstate -25 will be primarily vehicular centric. If desired, the City of Fort Collins may request a sidewalk along the west side of the I-25 Frontage Road. . Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 35 6.0 CONCLUSIONS AND RECOMMENDATIONS Based on the analysis presented in this report, Kimley -Horn believes the proposed Mulberry Connections project will be successfully incorporated into the existing and future roadway network. The proposed project development and expected traffic volumes resulted in the following recommendations and conclusions: • The threshold for requiring an access permit along CDOT roadways occurs when project traffic is anticipated to increase the existing access traffic volumes by more than 20 percent. Based on traffic projections, the addition of project traffic on the north leg of the I-25 NW Frontage Road at SH-14 (Mulberry Street) is not anticipated to increase existing access traffic volumes by more than 20 percent (12.8 percent increase AM peak hour 51/399 and 6.5 percent increase PM peak hour 30/462). Therefore, it is not believed that CDOT will require an access permit at this location in association with this project. However, access permits will be required on the west leg of Redman Drive at the I -25 NW Frontage Road and at the proposed project access located on the west side of the I-25 NW Frontage Road. • The project proposes a new full movement access along the west side of the I-25 NW Frontage Road. The project access drive is recommended to have a R1-1 “STOP” sign installed for the exiting approach. A northbound left turn lane with 275 feet of length plus a 160-foot taper is warranted by CDOT State Highway Access Code standards at this access, although left turn lanes are not present at any other intersections along I -25 NW Frontage Road in this area. A single exiting lane will be sufficient to accommodate exiting project traffic on the eastbound access approach. • A northbound left turn lane with 275 feet of length plus a 160 -foot taper is warranted based on existing traffic volumes and CDOT Standards at the intersection of Redman Drive and I - 25 NW Frontage Road, although left turn lanes are not present at any other intersections along I-25 NW Frontage Road in this area. • Due to Interstate 25 construction, the intersection of V ine Drive and I-25 NW Frontage Road is currently a two-leg (south and west legs) uncontrolled turn intersection. Prior to the reconstruction of the Vine Drive bridge over I-25, this intersection was a standard T- Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection Page 36 intersection with stop control along the northbound I-25 NW Frontage Road approach. All three approaches provided single lanes for shared movements when it was previously a standard T-intersection. It is anticipated that this intersection will be a standard T - Intersection again when the reconstruction of the Vine Drive bridge over I-25 is complete. With the previous T-Intersection lane configurations and control, all movements at this intersection are expected to operate acceptably with LOS C or better during the peak hours in 2020. By 2040, the nort hbound approach of this intersection may experience long delays during the afternoon peak hour if future traffic volumes are realized. With the existing lane configurations, this intersection is expected to operate acceptably during the peak hours in 2040 with all-way stop control. As a two-way stop-controlled intersection, this intersection is also expected to operate acceptably in 2040 with separate northbound left and right turn lanes and a designated westbound left turn lane. These lane improvements sho uld be considered when this intersection is reconstructed with the new Vine Drive bridge over I -25. Otherwise, all-way stop control is expected to work operationally with the lane configurations at this intersection prior to the reconstruction of the Vine Drive bridge over I-25 if found to be warranted and needed sometime in the future. • By 2040, three eastbound and westbound through lanes will needed along Mulberry Street (SH-14) if future traffic volumes are realized. It should be noted that acceleration lanes are typically absorbed along CDOT highways with implementation of three through lanes in each direction; however, separate acceleration lanes may also be needed in order for these right turn movements to operate acceptably during peak hours in 2040. • Any on-site and off-site signing and striping improvements should be incorporated into the Civil Drawings and conform to City of Fort Collins and CDOT Standards as well as the Manual on Uniform Traffic Control Devices – 2009 Edition (MUTCD). Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection APPENDICES Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection APPENDIX A Intersection Count Sheets www.idaxdata.com TMC1 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00000000 0 0 Peak Hr 1 0 9 0 10 0 0 0 0 0 0 0 0Count Total 4 0 20 0 24 0 0 0 00000008:45 AM 1 0 1 0 2 0 0 0 0 0 0 0 8:30 AM 2 0 5 0 7 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 3 0 3 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 7:30 AM 0 0 4 0 4 0 0 0 0 0 0 0 0 020200 0 3 0 EB WB NB SB Total East 7:45 AM 0 0 1 0 1 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 0 7:15 AM 0 0 0 0 0 0 0 0 West North South 7:00 AM 1 0 2 0 0 0 0 2 130 0 0 0 0 208 0560000015200000 Count Total 0 0 0 241 0 0 0 0 0 0 373 0 33 1650000000000113 0 0 0 47 175 8:45 AM 0 0 0 19 0 0 21 0 0 0 42 200 8:30 AM 0 0 0 26 0 0 0 0 0 0 0 0 00000117 0 0 0 43 204 8:15 AM 0 0 0 24 0 0 23 0 0 0 43 208 8:00 AM 0 0 0 20 0 0 0 0 0 0 0 0 00000013 0 0 0 72 0 7:45 AM 0 0 0 30 0 0 18 0 0 0 46 0 7:30 AM 0 0 0 54 0 0 0 0 0 0 0 0 00000014 0 0 0 47 0 7:15 AM 0 0 0 32 0 0 11 0 0 0 TH RT 7:00 AM 0 0 0 36 0 0 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E VINE ST E VINE ST NW FRONTAGE RD 0 15-min TotalUTLTTHRT SB -- TOTAL 4.8%0.72 WB -- NB 16.1%0.78 Peak Hour: 7:00 AM 8:00 AM HV %:PHF EB 0.7%0.70 Date: Wed, Jul 17, 2019 Peak Hour Count Period: 7:00 AM 9:00 AM Peak Hour 0 00 0 00 0N NW FRONTAGE RD E VINE ST E VINE ST NW FRONTAGE RDE VINE ST 208TEV: 0.72PHF: 0 0 0 00 056561520152 0152 56 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC1 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 00001000 0 0 Peak Hr 3 0 6 0 9 1 0 0 1 0 2 0 0Count Total 7 0 15 0 22 1 0 0 01000105:45 PM 2 0 1 0 3 0 0 0 0 0 0 0 5:30 PM 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 3 0 3 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 1 0 2 0 3 0 0 0 0 0 0 0 0 050800 0 2 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 0 4:15 PM 3 0 0 1 0 1 0 0 West North South 4:00 PM 0 0 2 0 0 0 0 0 406 0 0 0 0 288 0226000006200000 Count Total 0 0 0 127 0 0 0 0 0 0 533 0 69 2880000000000058 0 0 0 70 279 5:45 PM 0 0 0 11 0 0 61 0 0 0 72 281 5:30 PM 0 0 0 9 0 0 0 0 0 0 0 0 00000052 0 0 0 77 285 5:15 PM 0 0 0 20 0 0 55 0 0 0 60 245 5:00 PM 0 0 0 22 0 0 0 0 0 0 0 0 00000038 0 0 0 72 0 4:45 PM 0 0 0 22 0 0 56 0 0 0 76 0 4:30 PM 0 0 0 16 0 0 0 0 0 0 0 0 00000054 0 0 0 37 0 4:15 PM 0 0 0 22 0 0 32 0 0 0 TH RT 4:00 PM 0 0 0 5 0 0 0 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E VINE ST E VINE ST NW FRONTAGE RD 0 15-min TotalUTLTTHRT SB -- TOTAL 3.1%0.94 WB -- NB 2.7%0.93 Peak Hour: 5:00 PM 6:00 PM HV %:PHF EB 4.8%0.70 Date: Wed, Jul 17, 2019 Peak Hour Count Period: 4:00 PM 6:00 PM Peak Hour 1 00 0 00 0N NW FRONTAGE RD E VINE ST E VINE ST NW FRONTAGE RDE VINE ST 288TEV: 0.94PHF: 0 0 0 00 022622662062 062 226 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC2 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 0 WB -- NB 9.4%0.89 Peak Hour: 7:00 AM 8:00 AM HV %:PHF EB 50.0%0.50 Date: Wed, Jul 17, 2019 Peak Hour Count Period: 7:00 AM 9:00 AM SB 0.0%0.70 TOTAL 4.4%0.74 TH RTUTLTTHRTUTLT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start REDMAN DR 0 NW FRONTAGE RD NW FRONTAGE RD 15-min TotalUTLTTHRT 0 0 0 0 0 2 0 39 2 59 0 7:15 AM 0 2 0 0 0 0 6 12 0 07:00 AM 0 0 0 0 0 0 0 0 56 0 77 0 7:45 AM 0 0 0 2 0 0 2 15 0 0 47 0 7:30 AM 0 2 0 2 0 0 0 13 0 0 0 30 0 45 228 8:00 AM 0 0 0 1 0 0 0 13 0 0 0 29 0000001 0 0 0 0 0 0 0 18 1 47 216 8:15 AM 0 1 0 1 0 0 4 23 0 0 0 24 0 48 187 8:45 AM 0 2 0 1 0 0 2 21 0 0 47 216 8:30 AM 0 1 0 0 0 0 0 17 0 0 0 28 0 41 18312000200000006 0 244 3 411 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 4 0 0 0 23 126 0 0 2 228 0Peak Hour 11 53 0 0 0 15440 Count Total 0 0 0 7:15 AM 1 0 1 0 2 0 0 0 0 0 0 0 0 West North South 7:00 AM 0 0 2 0 2 0 EB WB NB SB Total East 7:45 AM 0 0 1 0 1 0 0 0 0 0 0 0 7:30 AM 3 0 2 0 5 0 0 0 0 0 0 0 0 0 0 0 8:15 AM 0 0 3 0 3 0 0 0 0 0 0 0 0 0 0 0 8:00 AM 0 0 2 0 2 0 0 0 0 0 0 0 8:45 AM 1 0 0 2 3 0 0 0 0 0 0 0 8:30 AM 1 0 6 2 9 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 Peak Hr 4 0 6 0 10 0 0 0 0 0 0 0 0Count Total 6 0 17 4 27 0 0000000 0 0 0 0 8 0 7 0 0 0 0 000 00 0N NW FRONTAGE RD REDMAN DR NW FRONTAGE RDNW FRONTAGE RDREDMAN DR 228TEV: 0.74PHF:215415657053116415804 48 13 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC2 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 1 0 0 0 1 1 WB -- NB 3.5%0.92 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 0.0%0.55 Date: Wed, Jul 17, 2019 Peak Hour Count Period: 4:00 PM 6:00 PM SB 6.1%0.85 TOTAL 4.1%0.93 TH RTUTLTTHRTUTLT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start REDMAN DR 0 NW FRONTAGE RD NW FRONTAGE RD 15-min TotalUTLTTHRT 0 0 0 0 0 0 0 5 0 43 0 4:15 PM 0 0 0 0 0 0 0 32 0 04:00 PM 0 1 0 5 0 0 0 0 15 0 74 0 4:45 PM 1 1 0 3 0 0 1 53 0 0 73 0 4:30 PM 0 2 0 3 0 0 0 52 0 0 0 21 0 66 256 5:00 PM 0 0 0 1 0 0 0 39 0 0 0 22 0000000 0 0 0 0 0 0 0 24 0 78 291 5:15 PM 0 0 0 1 0 0 0 53 0 0 0 8 0 69 286 5:45 PM 0 0 0 1 0 0 0 61 0 0 73 291 5:30 PM 0 0 0 0 0 0 0 52 0 0 0 20 0 71 29159000110000000 0 126 0 547 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 1 3 0 0 0 1 401 0 0 0 291 0Peak Hour 1 197 0 0 0 8270 Count Total 1 0 0 4:15 PM 0 0 5 3 8 0 0 0 1 0 1 0 0 West North South 4:00 PM 0 0 2 0 2 0 EB WB NB SB Total East 4:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 4:30 PM 0 0 2 1 3 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 3 0 3 0 0 0 0 0 0 1 0 0 0 0 5:00 PM 0 0 0 1 1 0 0 0 0 0 0 0 5:45 PM 0 0 1 2 3 0 0 0 0 0 0 0 5:30 PM 0 0 2 0 2 0 0 0 0 0 0 0 0 0 0 0 0000110 0 0 Peak Hr 0 0 7 5 12 0 0 0 1 1 2 1 0Count Total 0 0 15 7 22 0 0000100 0 0 0 0 4 0 14 0 0 0 0 000 00 1N NW FRONTAGE RD REDMAN DR NW FRONTAGE RDNW FRONTAGE RDREDMAN DR 291TEV: 0.93PHF:08282200019711988907 311 2 1 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC3 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 2 0 0 0 2 2 WB -- NB 7.4%0.74 Peak Hour: 7:15 AM 8:15 AM HV %:PHF EB 5.9%0.85 Date: Wed, Jul 17, 2019 Peak Hour Count Period: 7:00 AM 9:00 AM SB 4.8%0.68 TOTAL 6.2%0.84 TH RTUTLTTHRTUTLT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start FRONTAGE RD N 0 NW FRONTAGE RD NW FRONTAGE RD 15-min TotalUTLTTHRT 0 0 0 0 0 5 0 32 18 98 0 7:15 AM 0 0 0 5 0 0 2 42 0 07:00 AM 0 1 0 3 0 0 0 0 57 20 140 0 7:45 AM 0 1 0 3 0 0 7 53 0 0 104 0 7:30 AM 0 0 0 3 0 0 0 47 0 0 0 29 18 97 439 8:00 AM 0 1 0 4 0 0 0 47 0 0 0 33 11000002 0 0 0 0 0 7 0 23 18 128 469 8:15 AM 0 3 0 2 0 0 4 78 0 0 0 28 12 104 424 8:45 AM 0 3 0 2 0 0 6 49 0 0 95 460 8:30 AM 0 0 0 9 0 0 0 38 0 0 0 28 17 109 436540003413000003 0 264 127 875 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 2 0 0 0 36 408 0 0 67 469 0Peak Hour 18 225 0 0 0 142150 Count Total 0 0 0 7:15 AM 1 0 3 4 8 0 0 0 0 0 0 0 0 West North South 7:00 AM 1 0 0 1 2 0 EB WB NB SB Total East 7:45 AM 0 0 4 1 5 0 0 0 0 0 0 0 7:30 AM 0 0 4 3 7 0 0 0 0 1 1 0 0 0 0 0 8:15 AM 0 0 3 2 5 0 0 0 0 0 0 0 2 0 0 0 8:00 AM 0 0 7 2 9 0 0 0 0 0 0 0 8:45 AM 1 0 2 4 7 0 0 0 0 0 0 0 8:30 AM 0 0 8 4 12 0 0 0 0 0 0 0 0 0 0 0 0000000 0 0 Peak Hr 1 0 18 10 29 0 0 0 0 1 1 0 2Count Total 3 0 31 21 55 0 0011020 0 0 0 0 9 0 31 0 0 0 0 100 02 0N NW FRONTAGE RD FRONTAGE RD N NW FRONTAGE RDNW FRONTAGE RDFRONTAGE RD N 469TEV: 0.84PHF:67142209227022518243157015 217 85 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC3 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 0 0 0 0 0 WB -- NB 3.2%0.93 Peak Hour: 4:15 PM 5:15 PM HV %:PHF EB 4.8%0.66 Date: Wed, Jul 17, 2019 Peak Hour Count Period: 4:00 PM 6:00 PM SB 2.9%0.86 TOTAL 3.1%0.94 TH RTUTLTTHRTUTLT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start FRONTAGE RD N 0 NW FRONTAGE RD NW FRONTAGE RD 15-min TotalUTLTTHRT 0 0 0 0 0 9 0 22 20 101 0 4:15 PM 0 3 0 1 0 0 5 46 0 04:00 PM 0 6 0 2 0 0 0 0 38 23 161 0 4:45 PM 0 3 0 1 0 0 15 77 0 0 145 0 4:30 PM 0 6 0 2 0 0 0 83 0 0 0 31 18 145 552 5:00 PM 0 2 0 3 0 0 0 63 0 0 0 46 160000016 0 0 0 0 0 12 0 34 36 156 607 5:15 PM 0 3 0 1 0 0 7 74 0 0 0 24 21 151 578 5:45 PM 0 3 0 9 0 0 16 81 0 0 126 588 5:30 PM 0 7 0 2 0 0 0 67 0 0 0 23 20 145 5788200026110000014 0 244 165 1,130 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 14 0 0 0 94 573 0 0 93 607 0Peak Hour 47 297 0 0 0 14970 Count Total 0 0 0 4:15 PM 0 0 7 5 12 0 0 0 0 0 0 0 0 West North South 4:00 PM 2 0 1 0 3 0 EB WB NB SB Total East 4:45 PM 0 0 2 0 2 1 1 0 0 0 0 0 4:30 PM 1 0 2 0 3 0 0 0 0 0 0 0 0 0 0 0 5:15 PM 0 0 5 2 7 0 0 0 0 0 0 0 0 0 0 0 5:00 PM 0 0 0 2 2 0 0 0 0 0 0 0 5:45 PM 0 0 8 2 10 0 0 0 0 0 0 0 5:30 PM 0 0 5 1 6 0 0 0 0 0 0 0 0 0 0 0 0000110 0 0 Peak Hr 1 0 11 7 19 0 0 0 0 2 2 0 0Count Total 3 0 30 12 45 0 0011000 0 0 0 0 33 0 21 0 0 0 0 100 00 0N NW FRONTAGE RD FRONTAGE RD N NW FRONTAGE RDNW FRONTAGE RDFRONTAGE RD N 607TEV: 0.94PHF:9314924231102974734415607 1421 140 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC4 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 1 1 0 0 2 1 Peak Hour Date: Wed, Jul 17, 2019 Peak Hour Count Period: 7:00 AM 9:00 AM SB 3.3%0.66 TOTAL 5.4%0.93 TH RT WB 4.7%0.94 NB 9.8%0.93 Peak Hour: 7:15 AM 8:15 AM HV %:PHF EB 6.4%0.94 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E MULLBERRY ST E MULLBERRY ST NW FRONTAGE RD NW FRONTAGE RD 15-min TotalUTLTTHRT 0 21 447 34 0 0 0 0 39 790 0 7:15 AM 0 17 323 17 30 0 0 0 20 07:00 AM 0 15 281 12 0 27 366 0 0 58 1,021 0 7:45 AM 0 14 345 14 49 0 0 0 30 0 920 0 7:30 AM 0 12 363 6 0 23 480 0 29 0 0 0 32 975 3,706 8:00 AM 0 21 284 21 1 16 413 0 24 0 0 0 350254774100 0 19 395 31 0 0 0 0 27 871 3,787 8:15 AM 1 13 297 23 59 0 0 0 29 0 0 0 33 858 3,557 8:45 AM 0 21 256 21 39 0 0 0 25 0 853 3,720 8:30 AM 0 16 278 33 1 23 410 0 41 0 0 0 33 773 3,355030000351123613600 1 85 1,817 183 0 Count Total 1 129 2,427 147 3 166 3,349 0 0 292 7,061 0 0 0 0 0 0 0 West North South 7:00 AM 17 21 4 0 64 1,315 319 0 0 0 228 0 152 3,787 00011200058 0 42 0 EB WB NB SB Total East 7:45 AM 24 22 2 0 48 0 0 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 0 7:15 AM 19 26 0 0 0 0 7:30 AM 23 23 2 1 49 0 0 0 0 0 0 0 0 0335100 0 0 8:15 AM 33 24 4 1 62 0 0 0 0 0 0 0 1 0 0 0 8:00 AM 26 26 4 1 57 0 0 0 0 0 0 0 8:45 AM 23 26 1 3 53 0 0 0 0 0 0 0 8:30 AM 22 28 3 2 55 0 0 0 0 0 0 1 0 0 0 0 0000000 0 0 Peak Hour 92 97 11 5 205 0 0 0 0 0 0 1 1Count Total 187 196 23 11 417 0 0000010 0 0000 01 0N NW FRONTAGE RD E MULLBERRY ST E MULLBERRY ST NW FRONTAGE RDE MULLBERRY STNW FRONTAGE RD3,787TEV: 0.93PHF:152001522470183 1,817 85 2,086 1,4281 11200112143058 1,315 64 1,437 1,969 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com www.idaxdata.com TMC4 to to Two-Hour Count Summaries Note: Two-hour count summary volumes include heavy vehicles but exclude bicycles in overall count. Total 0 0 0 0 0 1 0 0 1 1 Peak Hour Date: Wed, Jul 17, 2019 Peak Hour Count Period: 4:00 PM 6:00 PM SB 1.6%0.77 TOTAL 2.6%0.96 TH RT WB 3.0%0.95 NB 4.2%0.74 Peak Hour: 4:45 PM 5:45 PM HV %:PHF EB 2.3%0.93 UT LT TH RT UT LT Rolling One HourEastboundWestboundNorthboundSouthbound UT LT TH RT Interval Start E MULLBERRY ST E MULLBERRY ST NW FRONTAGE RD NW FRONTAGE RD 15-min TotalUTLTTHRT 0 21 326 60 0 0 0 0 27 914 0 4:15 PM 2 33 468 23 31 0 0 0 37 04:00 PM 0 20 450 22 2 22 303 0 0 44 1,011 0 4:45 PM 0 39 504 18 44 0 0 0 47 0 1,009 0 4:30 PM 1 49 466 16 1 24 319 0 43 0 0 0 33 1,024 3,958 5:00 PM 0 38 569 22 1 14 331 0 39 0 0 0 411173273800 0 16 364 45 0 0 0 0 36 1,103 4,147 5:15 PM 0 33 537 28 44 0 0 0 48 0 0 0 25 1,030 4,231 5:45 PM 1 43 434 22 59 0 0 0 29 0 1,074 4,212 5:30 PM 0 39 501 22 1 13 341 0 26 0 0 0 25 962 4,169039000341323035300 3 60 1,363 186 0 Count Total 4 294 3,929 173 7 159 2,614 0 0 265 8,127 0 0 0 0 0 0 0 West North South 4:00 PM 14 13 1 0 149 2,111 374 0 0 0 308 0 127 4,231 00014200090 0 28 0 EB WB NB SB Total East 4:45 PM 12 13 3 0 28 1 1 0 Interval Start Heavy Vehicle Totals Bicycles Pedestrians (Crossing Leg) EB WB NB SB Total 0 0 4:15 PM 24 25 0 0 0 0 4:30 PM 27 17 1 0 45 0 0 0 0 0 0 0 0 0115100 0 0 5:15 PM 13 19 0 2 34 0 0 0 0 0 1 0 0 0 0 0 5:00 PM 15 9 2 0 26 1 0 0 0 0 0 0 5:45 PM 9 17 1 0 27 0 1 0 0 0 0 0 5:30 PM 14 7 1 0 22 0 1 0 0 0 0 1 0 0 0 0 0000000 0 0 Peak Hour 54 48 6 2 110 1 1 1 0 1 3 1 0Count Total 128 120 10 3 261 1 0002100 1 0010 00 1N NW FRONTAGE RD E MULLBERRY ST E MULLBERRY ST NW FRONTAGE RDE MULLBERRY STNW FRONTAGE RD4,231TEV: 0.96PHF:127001273350186 1,363 60 1,612 2,2563 14200142150090 2,111 149 2,350 1,490 0 Mark Skaggs: (425) 250-0777 mark.skaggs@idaxdata.com Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection APPENDIX B CDOT Traffic Data Mulberry Connection - CDOT Traffic Projections ROUTE REFPT ENDREFPT AADT AADTYR YR20FACTOR DHV LOCATION 014C 137.619 138.749 34000 2018 1.4 9.5 ON SH 14 (MULBERRY ST) E/O SUMMIT VIEW DR 014C 138.749 138.968 41000 2018 1.44 9 ON SH 14 (MULBERRY ST) W/O I-25 Annual Growth 1.70% 1.84% Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection APPENDIX C Trip Generation Worksheets Project Mulberry Connection - Industrial (Fort Collins) Subject Trip Generation for Industrial Park Designed by JRP Date September 12, 2019 Job No. Checked by Date Sheet No.1 of 1 TRIP GENERATION MANUAL TECHNIQUES ITE Trip Generation Manual 10th Edition, Average Rate Equations Land Use Code - Industrial Park (130) Independant Variable - 1000 Square Feet Gross Floor Feet (X) Gross Floor Area =165,000 X =165.0 T =Average Vehicle Trip Ends Peak Hour of Adjacent Street Traffic, One Hour Between 7 and 9 a.m. (100 Series Page 22) Directional Distribution:81%ent. 19%exit. T = 0.40 (X)T =66 Average Vehicle Trip Ends T = 0.40 *165 53 entering 13 exiting 53 +13 =66 Peak Hour of Adjacent Street Traffic, One Hour Between 4 and 6 p.m. (100 Series Page 23) Directional Distribution:21%ent. 79%exit. T = 0.40 (X)T =66 Average Vehicle Trip Ends T = 0.40 *165 14 entering 52 exiting 14 +52 =66 Weekday (100 Series Page 21) Directional Distribution: 50% entering, 50% exiting T = 3.37 (X)T =558 Average Vehicle Trip Ends T = 3.37 *165 279 entering 279 exiting 279 +279 =558 096501004 Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection APPENDIX D Intersection Analysis Worksheets HCM 6th TWSC 2020 Background AM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 2.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 82 155 36 240 57 20 Future Vol, veh/h 82 155 36 240 57 20 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 70 92 92 78 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 89 221 39 261 73 22 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 310 0 539 200 Stage 1 ---- 200 - Stage 2 ---- 339 - 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 -- 1250 - 503 841 Stage 1 ---- 834 - Stage 2 ---- 722 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1250 - 485 841 Mov Cap-2 Maneuver ---- 485 - Stage 1 ---- 804 - Stage 2 ---- 722 - Approach EB WB NB HCM Control Delay, s 0 1 13.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)537 -- 1250 - HCM Lane V/C Ratio 0.177 -- 0.031 - HCM Control Delay (s)13.1 --8 0 HCM Lane LOS B --A A HCM 95th %tile Q(veh)0.6 -- 0.1 - HCM 6th TWSC 2020 Background PM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 7.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 199 63 41 107 231 36 Future Vol, veh/h 199 63 41 107 231 36 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 70 92 92 93 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 216 90 45 116 248 39 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 306 0 467 261 Stage 1 ---- 261 - Stage 2 ---- 206 - 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 -- 1255 - 554 778 Stage 1 ---- 783 - Stage 2 ---- 829 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1255 - 533 778 Mov Cap-2 Maneuver ---- 533 - Stage 1 ---- 753 - Stage 2 ---- 829 - Approach EB WB NB HCM Control Delay, s 0 2.2 18.2 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)557 -- 1255 - HCM Lane V/C Ratio 0.516 -- 0.036 - HCM Control Delay (s)18.2 --8 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)2.9 -- 0.1 - HCM 6th TWSC 2020 Total AM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 2.3 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 82 160 39 240 58 25 Future Vol, veh/h 82 160 39 240 58 25 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 70 92 92 78 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 89 229 42 261 74 27 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 318 0 549 204 Stage 1 ---- 204 - Stage 2 ---- 345 - 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 -- 1242 - 497 837 Stage 1 ---- 830 - Stage 2 ---- 717 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1242 - 477 837 Mov Cap-2 Maneuver ---- 477 - Stage 1 ---- 797 - Stage 2 ---- 717 - Approach EB WB NB HCM Control Delay, s 0 1.1 13.2 HCM LOS B Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)539 -- 1242 - HCM Lane V/C Ratio 0.188 -- 0.034 - HCM Control Delay (s)13.2 --8 0 HCM Lane LOS B --A A HCM 95th %tile Q(veh)0.7 -- 0.1 - HCM 6th TWSC 2020 Total PM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 8.1 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 199 64 42 107 236 57 Future Vol, veh/h 199 64 42 107 236 57 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 70 92 92 93 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 216 91 46 116 254 62 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 307 0 470 262 Stage 1 ---- 262 - Stage 2 ---- 208 - 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 -- 1254 - 552 777 Stage 1 ---- 782 - Stage 2 ---- 827 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1254 - 530 777 Mov Cap-2 Maneuver ---- 530 - Stage 1 ---- 752 - Stage 2 ---- 827 - Approach EB WB NB HCM Control Delay, s 0 2.2 19.1 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)565 -- 1254 - HCM Lane V/C Ratio 0.559 -- 0.036 - HCM Control Delay (s)19.1 --8 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)3.4 -- 0.1 - HCM 6th TWSC 2040 Background AM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 3.2 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 121 230 53 356 85 30 Future Vol, veh/h 121 230 53 356 85 30 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 70 92 92 78 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 132 329 58 387 109 33 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 461 0 800 297 Stage 1 ---- 297 - Stage 2 ---- 503 - 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 -- 1100 - 354 742 Stage 1 ---- 754 - Stage 2 ---- 607 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1100 - 330 742 Mov Cap-2 Maneuver ---- 330 - Stage 1 ---- 703 - Stage 2 ---- 607 - Approach EB WB NB HCM Control Delay, s 0 1.1 20.1 HCM LOS C Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)378 -- 1100 - HCM Lane V/C Ratio 0.375 -- 0.052 - HCM Control Delay (s)20.1 -- 8.5 0 HCM Lane LOS C --A A HCM 95th %tile Q(veh)1.7 -- 0.2 - HCM 6th TWSC 2040 Background PM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 35.4 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 296 94 61 159 343 53 Future Vol, veh/h 296 94 61 159 343 53 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 70 92 92 93 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 322 134 66 173 369 58 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 456 0 694 389 Stage 1 ---- 389 - Stage 2 ---- 305 - 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 -- 1105 - 409 659 Stage 1 ---- 685 - Stage 2 ---- 748 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1105 - 382 659 Mov Cap-2 Maneuver ---- 382 - Stage 1 ---- 640 - Stage 2 ---- 748 - Approach EB WB NB HCM Control Delay, s 0 2.3 91.8 HCM LOS F Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT Capacity (veh/h)405 -- 1105 - HCM Lane V/C Ratio 1.053 -- 0.06 - HCM Control Delay (s)91.8 -- 8.5 0 HCM Lane LOS F --A A HCM 95th %tile Q(veh)14.1 -- 0.2 - HCM 6th TWSC 2040 Total AM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 2.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 121 235 56 356 86 35 Future Vol, veh/h 121 235 56 356 86 35 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -- 150 - 150 0 Veh in Median Storage, # 0 --0 1 - Grade, %0 --0 0 - Peak Hour Factor 92 70 92 92 78 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 132 336 61 387 110 38 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 468 0 809 300 Stage 1 ---- 300 - Stage 2 ---- 509 - 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 -- 1094 - 350 740 Stage 1 ---- 752 - Stage 2 ---- 604 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1094 - 330 740 Mov Cap-2 Maneuver ---- 426 - Stage 1 ---- 710 - Stage 2 ---- 604 - Approach EB WB NB HCM Control Delay, s 0 1.2 14.8 HCM LOS B Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h)426 740 -- 1094 - HCM Lane V/C Ratio 0.259 0.051 -- 0.056 - HCM Control Delay (s)16.4 10.1 -- 8.5 - HCM Lane LOS C B --A - HCM 95th %tile Q(veh)1 0.2 -- 0.2 - HCM 6th TWSC 2040 Total PM.syn 1: NW Frontage Road & Vine Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 12.6 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Vol, veh/h 296 95 62 159 348 74 Future Vol, veh/h 296 95 62 159 348 74 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length -- 150 - 150 0 Veh in Median Storage, # 0 --0 1 - Grade, %0 --0 0 - Peak Hour Factor 92 92 92 92 93 92 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 322 103 67 173 374 80 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 425 0 681 374 Stage 1 ---- 374 - Stage 2 ---- 307 - 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 -- 1134 - 416 672 Stage 1 ---- 696 - Stage 2 ---- 746 - Platoon blocked, %--- Mov Cap-1 Maneuver -- 1134 - 391 672 Mov Cap-2 Maneuver ---- 483 - Stage 1 ---- 655 - Stage 2 ---- 746 - Approach EB WB NB HCM Control Delay, s 0 2.3 29.7 HCM LOS D Minor Lane/Major Mvmt NBLn1NBLn2 EBT EBR WBL WBT Capacity (veh/h)483 672 -- 1134 - HCM Lane V/C Ratio 0.775 0.12 -- 0.059 - HCM Control Delay (s)33.7 11.1 -- 8.4 - HCM Lane LOS D B --A - HCM 95th %tile Q(veh)6.9 0.4 -- 0.2 - HCM 6th TWSC 2019 Existing AM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 4 4 11 53 154 2 Future Vol, veh/h 4 4 11 53 154 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 50 50 89 89 70 70 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 8 8 12 60 220 3 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 306 222 223 0 -0 Stage 1 222 ----- Stage 2 84 ----- 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 686 818 1346 --- Stage 1 815 ----- Stage 2 939 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 680 818 1346 --- Mov Cap-2 Maneuver 680 ----- Stage 1 808 ----- Stage 2 939 ----- Approach EB NB SB HCM Control Delay, s 10 1.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1346 - 743 -- HCM Lane V/C Ratio 0.009 - 0.022 -- HCM Control Delay (s)7.7 0 10 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0 - 0.1 -- HCM 6th TWSC 2019 Existing PM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 4 7 1 197 82 0 Future Vol, veh/h 4 7 1 197 82 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 55 55 92 92 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 7 13 1 214 96 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 312 96 96 0 -0 Stage 1 96 ----- Stage 2 216 ----- 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 681 960 1498 --- Stage 1 928 ----- Stage 2 820 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 680 960 1498 --- Mov Cap-2 Maneuver 680 ----- Stage 1 927 ----- Stage 2 820 ----- Approach EB NB SB HCM Control Delay, s 9.4 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1498 - 835 -- HCM Lane V/C Ratio 0.001 - 0.024 -- HCM Control Delay (s)7.4 0 9.4 -- HCM Lane LOS A A A -- HCM 95th %tile Q(veh)0 - 0.1 -- HCM 6th TWSC 2020 Background AM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 4 4 11 77 194 2 Future Vol, veh/h 4 4 11 77 194 2 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 50 50 89 89 70 70 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 8 8 12 87 277 3 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 390 279 280 0 -0 Stage 1 279 ----- Stage 2 111 ----- 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 614 760 1283 --- Stage 1 768 ----- Stage 2 914 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 608 760 1283 --- Mov Cap-2 Maneuver 608 ----- Stage 1 760 ----- Stage 2 914 ----- Approach EB NB SB HCM Control Delay, s 10.5 1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1283 - 676 -- HCM Lane V/C Ratio 0.01 - 0.024 -- HCM Control Delay (s)7.8 0 10.5 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0 - 0.1 -- HCM 6th TWSC 2020 Background PM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 4 7 1 240 128 0 Future Vol, veh/h 4 7 1 240 128 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 55 55 92 92 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 7 13 1 261 151 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 414 151 151 0 -0 Stage 1 151 ----- Stage 2 263 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 595 895 1430 --- Stage 1 877 ----- Stage 2 781 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 594 895 1430 --- Mov Cap-2 Maneuver 594 ----- Stage 1 876 ----- Stage 2 781 ----- Approach EB NB SB HCM Control Delay, s 9.9 0 0 HCM LOS A Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1430 - 756 -- HCM Lane V/C Ratio 0.001 - 0.026 -- HCM Control Delay (s)7.5 0 9.9 -- HCM Lane LOS A A A -- HCM 95th %tile Q(veh)0 - 0.1 -- HCM 6th TWSC 2020 Total AM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 6 9 40 93 196 5 Future Vol, veh/h 6 9 40 93 196 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 300 --- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 50 50 89 89 70 70 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 12 18 45 104 280 7 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 478 284 287 0 -0 Stage 1 284 ----- Stage 2 194 ----- 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 546 755 1275 --- Stage 1 764 ----- Stage 2 839 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 527 755 1275 --- Mov Cap-2 Maneuver 527 ----- Stage 1 737 ----- Stage 2 839 ----- Approach EB NB SB HCM Control Delay, s 10.9 2.4 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1275 - 644 -- HCM Lane V/C Ratio 0.035 - 0.047 -- HCM Control Delay (s)7.9 - 10.9 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0.1 - 0.1 -- HCM 6th TWSC 2020 Total PM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 12 25 9 244 136 1 Future Vol, veh/h 12 25 9 244 136 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 300 --- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 55 55 92 92 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 22 45 10 265 160 1 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 446 161 161 0 -0 Stage 1 161 ----- Stage 2 285 ----- 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 570 884 1418 --- Stage 1 868 ----- Stage 2 763 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 566 884 1418 --- Mov Cap-2 Maneuver 566 ----- Stage 1 862 ----- Stage 2 763 ----- Approach EB NB SB HCM Control Delay, s 10.3 0.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1418 - 748 -- HCM Lane V/C Ratio 0.007 - 0.09 -- HCM Control Delay (s)7.6 - 10.3 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 - 0.3 -- HCM 6th TWSC 2040 Background AM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 6 6 17 114 288 3 Future Vol, veh/h 6 6 17 114 288 3 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 50 50 89 89 70 70 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 12 12 19 128 411 4 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 579 413 415 0 -0 Stage 1 413 ----- Stage 2 166 ----- 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 477 639 1144 --- Stage 1 668 ----- Stage 2 863 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 468 639 1144 --- Mov Cap-2 Maneuver 468 ----- Stage 1 656 ----- Stage 2 863 ----- Approach EB NB SB HCM Control Delay, s 12 1.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1144 - 540 -- HCM Lane V/C Ratio 0.017 - 0.044 -- HCM Control Delay (s)8.2 0 12 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.1 -- HCM 6th TWSC 2040 Background PM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 6 11 2 356 189 0 Future Vol, veh/h 6 11 2 356 189 0 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 55 55 92 92 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 11 20 2 387 222 0 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 613 222 222 0 -0 Stage 1 222 ----- Stage 2 391 ----- 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 456 818 1347 --- Stage 1 815 ----- Stage 2 683 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 455 818 1347 --- Mov Cap-2 Maneuver 455 ----- Stage 1 813 ----- Stage 2 683 ----- Approach EB NB SB HCM Control Delay, s 10.9 0 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1347 - 638 -- HCM Lane V/C Ratio 0.002 - 0.048 -- HCM Control Delay (s)7.7 0 10.9 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0 - 0.2 -- HCM 6th TWSC 2040 Total AM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 8 11 46 130 290 6 Future Vol, veh/h 8 11 46 130 290 6 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 300 --- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 50 50 89 89 70 70 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 16 22 52 146 414 9 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 669 419 423 0 -0 Stage 1 419 ----- Stage 2 250 ----- 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 423 634 1136 --- Stage 1 664 ----- Stage 2 792 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 404 634 1136 --- Mov Cap-2 Maneuver 404 ----- Stage 1 633 ----- Stage 2 792 ----- Approach EB NB SB HCM Control Delay, s 12.6 2.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1136 - 511 -- HCM Lane V/C Ratio 0.045 - 0.074 -- HCM Control Delay (s)8.3 - 12.6 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0.1 - 0.2 -- HCM 6th TWSC 2040 Total PM.syn 2: NW Frontage Road & Redman Drive 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 14 29 10 360 197 1 Future Vol, veh/h 14 29 10 360 197 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 300 --- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 55 55 92 92 85 85 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 25 53 11 391 232 1 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 646 233 233 0 -0 Stage 1 233 ----- Stage 2 413 ----- 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 436 806 1335 --- Stage 1 806 ----- Stage 2 668 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 433 806 1335 --- Mov Cap-2 Maneuver 433 ----- Stage 1 800 ----- Stage 2 668 ----- Approach EB NB SB HCM Control Delay, s 11.5 0.2 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1335 - 629 -- HCM Lane V/C Ratio 0.008 - 0.124 -- HCM Control Delay (s)7.7 - 11.5 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 - 0.4 -- HCM 6th TWSC 2019 Existing AM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 15 18 225 142 67 Future Vol, veh/h 2 15 18 225 142 67 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 74 74 68 68 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 2 18 24 304 209 99 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 611 259 308 0 -0 Stage 1 259 ----- Stage 2 352 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 457 780 1253 --- Stage 1 784 ----- Stage 2 712 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 446 780 1253 --- Mov Cap-2 Maneuver 446 ----- Stage 1 766 ----- Stage 2 712 ----- Approach EB NB SB HCM Control Delay, s 10.2 0.6 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1253 - 717 -- HCM Lane V/C Ratio 0.019 - 0.028 -- HCM Control Delay (s)7.9 0 10.2 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.1 -- HCM 6th TWSC 2019 Existing PM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 14 7 47 297 149 93 Future Vol, veh/h 14 7 47 297 149 93 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 66 66 93 93 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 21 11 51 319 173 108 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 648 227 281 0 -0 Stage 1 227 ----- Stage 2 421 ----- 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 435 812 1282 --- Stage 1 811 ----- Stage 2 662 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 414 812 1282 --- Mov Cap-2 Maneuver 414 ----- Stage 1 772 ----- Stage 2 662 ----- Approach EB NB SB HCM Control Delay, s 12.8 1.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1282 - 495 -- HCM Lane V/C Ratio 0.039 - 0.064 -- HCM Control Delay (s)7.9 0 12.8 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.2 -- HCM 6th TWSC 2020 Background AM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 15 18 230 145 68 Future Vol, veh/h 2 15 18 230 145 68 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 74 74 68 68 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 2 18 24 311 213 100 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 622 263 313 0 -0 Stage 1 263 ----- Stage 2 359 ----- 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 450 776 1247 --- Stage 1 781 ----- Stage 2 707 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 440 776 1247 --- Mov Cap-2 Maneuver 440 ----- Stage 1 763 ----- Stage 2 707 ----- Approach EB NB SB HCM Control Delay, s 10.2 0.6 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1247 - 712 -- HCM Lane V/C Ratio 0.02 - 0.028 -- HCM Control Delay (s)7.9 0 10.2 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.1 -- HCM 6th TWSC 2020 Background PM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 14 7 48 303 152 95 Future Vol, veh/h 14 7 48 303 152 95 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 66 66 93 93 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 21 11 52 326 177 110 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 662 232 287 0 -0 Stage 1 232 ----- Stage 2 430 ----- 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 427 807 1275 --- Stage 1 807 ----- Stage 2 656 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 406 807 1275 --- Mov Cap-2 Maneuver 406 ----- Stage 1 767 ----- Stage 2 656 ----- Approach EB NB SB HCM Control Delay, s 12.9 1.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1275 - 487 -- HCM Lane V/C Ratio 0.04 - 0.065 -- HCM Control Delay (s)7.9 0 12.9 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.2 -- HCM 6th TWSC 2020 Total AM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 2 15 18 275 150 70 Future Vol, veh/h 2 15 18 275 150 70 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 74 74 68 68 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 2 18 24 372 221 103 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 693 273 324 0 -0 Stage 1 273 ----- Stage 2 420 ----- 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 409 766 1236 --- Stage 1 773 ----- Stage 2 663 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 399 766 1236 --- Mov Cap-2 Maneuver 399 ----- Stage 1 754 ----- Stage 2 663 ----- Approach EB NB SB HCM Control Delay, s 10.4 0.5 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1236 - 691 -- HCM Lane V/C Ratio 0.02 - 0.029 -- HCM Control Delay (s)8 0 10.4 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.1 -- HCM 6th TWSC 2020 Total PM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.2 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 14 7 48 315 170 103 Future Vol, veh/h 14 7 48 315 170 103 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 66 66 93 93 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 21 11 52 339 198 120 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 701 258 318 0 -0 Stage 1 258 ----- Stage 2 443 ----- 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 405 781 1242 --- Stage 1 785 ----- Stage 2 647 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 384 781 1242 --- Mov Cap-2 Maneuver 384 ----- Stage 1 744 ----- Stage 2 647 ----- Approach EB NB SB HCM Control Delay, s 13.4 1.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1242 - 462 -- HCM Lane V/C Ratio 0.042 - 0.069 -- HCM Control Delay (s)8 0 13.4 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.2 -- HCM 6th TWSC 2040 Background AM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 3 23 27 341 215 102 Future Vol, veh/h 3 23 27 341 215 102 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 74 74 68 68 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 4 27 36 461 316 150 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 924 391 466 0 -0 Stage 1 391 ----- Stage 2 533 ----- 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 299 658 1095 --- Stage 1 683 ----- Stage 2 588 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 286 658 1095 --- Mov Cap-2 Maneuver 286 ----- Stage 1 653 ----- Stage 2 588 ----- Approach EB NB SB HCM Control Delay, s 11.6 0.6 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1095 - 572 -- HCM Lane V/C Ratio 0.033 - 0.053 -- HCM Control Delay (s)8.4 0 11.6 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.2 -- HCM 6th TWSC 2040 Background PM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 21 11 71 450 226 141 Future Vol, veh/h 21 11 71 450 226 141 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 66 66 93 93 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 32 17 76 484 263 164 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 981 345 427 0 -0 Stage 1 345 ----- Stage 2 636 ----- 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 277 698 1132 --- Stage 1 717 ----- Stage 2 527 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 252 698 1132 --- Mov Cap-2 Maneuver 252 ----- Stage 1 651 ----- Stage 2 527 ----- Approach EB NB SB HCM Control Delay, s 18.1 1.1 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1132 - 323 -- HCM Lane V/C Ratio 0.067 - 0.15 -- HCM Control Delay (s)8.4 0 18.1 -- HCM Lane LOS A A C -- HCM 95th %tile Q(veh)0.2 - 0.5 -- HCM 6th TWSC 2040 Total AM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 3 23 27 386 220 104 Future Vol, veh/h 3 23 27 386 220 104 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 85 85 74 74 68 68 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 4 27 36 522 324 153 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 995 401 477 0 -0 Stage 1 401 ----- Stage 2 594 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 271 649 1085 --- Stage 1 676 ----- Stage 2 552 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 258 649 1085 --- Mov Cap-2 Maneuver 258 ----- Stage 1 644 ----- Stage 2 552 ----- Approach EB NB SB HCM Control Delay, s 11.9 0.6 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1085 - 552 -- HCM Lane V/C Ratio 0.034 - 0.055 -- HCM Control Delay (s)8.4 0 11.9 -- HCM Lane LOS A A B -- HCM 95th %tile Q(veh)0.1 - 0.2 -- HCM 6th TWSC 2040 Total PM.syn 3: NW Frontage Road & Mulberry N Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.4 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 21 11 71 462 244 149 Future Vol, veh/h 21 11 71 462 244 149 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 ----- Veh in Median Storage, # 0 --0 0 - Grade, %0 --0 0 - Peak Hour Factor 66 66 93 93 86 86 Heavy Vehicles, %2 2 2 2 2 2 Mvmt Flow 32 17 76 497 284 173 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1020 371 457 0 -0 Stage 1 371 ----- Stage 2 649 ----- 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 262 675 1104 --- Stage 1 698 ----- Stage 2 520 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 237 675 1104 --- Mov Cap-2 Maneuver 237 ----- Stage 1 632 ----- Stage 2 520 ----- Approach EB NB SB HCM Control Delay, s 19 1.1 0 HCM LOS C Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1104 - 305 -- HCM Lane V/C Ratio 0.069 - 0.159 -- HCM Control Delay (s)8.5 0 19 -- HCM Lane LOS A A C -- HCM 95th %tile Q(veh)0.2 - 0.6 -- HCM 6th TWSC 2019 Existing AM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 64 1315 58 85 1817 183 0 0 112 0 0 152 Future Vol, veh/h 64 1315 58 85 1817 183 0 0 112 0 0 152 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 93 93 93 66 66 66 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 68 1399 62 90 1933 195 0 0 120 0 0 230 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 2128 0 0 1461 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver 460 -- *790 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver 460 -- *790 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 0.6 0.4 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 460 -- * 790 --- HCM Lane V/C Ratio - 0.148 -- 0.114 --- HCM Control Delay (s)0 14.2 -- 10.1 --0 HCM Lane LOS A B --B --A HCM 95th %tile Q(veh)- 0.5 -- 0.4 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2019 Existing PM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 149 2111 90 60 1363 186 0 0 142 0 0 127 Future Vol, veh/h 149 2111 90 60 1363 186 0 0 142 0 0 127 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 93 93 93 95 95 95 74 74 74 77 77 77 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 160 2270 97 63 1435 196 0 0 192 0 0 165 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1631 0 0 2367 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver 722 -- *284 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver 722 -- *284 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 0.7 0.8 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 722 -- * 284 --- HCM Lane V/C Ratio - 0.222 -- 0.222 --- HCM Control Delay (s)0 11.4 -- 21.3 --0 HCM Lane LOS A B --C --A HCM 95th %tile Q(veh)- 0.8 -- 0.8 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2020 Background AM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 65 1341 59 87 1853 187 0 0 114 0 0 155 Future Vol, veh/h 65 1341 59 87 1853 187 0 0 114 0 0 155 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 93 93 93 66 66 66 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 69 1427 63 93 1971 199 0 0 123 0 0 235 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 2170 0 0 1490 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver *440 -- *790 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver *440 -- *790 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 0.7 0.4 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- * 440 -- * 790 --- HCM Lane V/C Ratio - 0.157 -- 0.117 --- HCM Control Delay (s)0 14.7 -- 10.2 --0 HCM Lane LOS A B --B --A HCM 95th %tile Q(veh)- 0.6 -- 0.4 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2020 Background PM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 152 2153 92 61 1390 190 0 0 145 0 0 130 Future Vol, veh/h 152 2153 92 61 1390 190 0 0 145 0 0 130 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 93 93 93 95 95 95 74 74 74 77 77 77 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 163 2315 99 64 1463 200 0 0 196 0 0 169 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1663 0 0 2414 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver 681 -- *245 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver 681 -- *245 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 0.8 0.9 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 681 -- * 245 --- HCM Lane V/C Ratio - 0.24 -- 0.262 --- HCM Control Delay (s)0 11.9 -- 24.8 --0 HCM Lane LOS A B --C --A HCM 95th %tile Q(veh)- 0.9 --1 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2020 Total AM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 84 1343 59 87 1853 214 0 0 114 0 0 160 Future Vol, veh/h 84 1343 59 87 1853 214 0 0 114 0 0 160 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 93 93 93 66 66 66 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 89 1429 63 93 1971 228 0 0 123 0 0 242 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 2199 0 0 1492 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver 423 -- *790 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver 423 -- *790 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 0.9 0.4 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 423 -- * 790 --- HCM Lane V/C Ratio - 0.211 -- 0.117 --- HCM Control Delay (s)0 15.8 -- 10.2 --0 HCM Lane LOS A C --B --A HCM 95th %tile Q(veh)- 0.8 -- 0.4 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2020 Total PM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 157 2161 92 61 1390 197 0 0 145 0 0 148 Future Vol, veh/h 157 2161 92 61 1390 197 0 0 145 0 0 148 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 93 93 93 95 95 95 74 74 74 77 77 77 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 169 2324 99 64 1463 207 0 0 196 0 0 192 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 1670 0 0 2423 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver 673 -- *245 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver 673 -- *245 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 0.8 0.9 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 673 -- * 245 --- HCM Lane V/C Ratio - 0.251 -- 0.262 --- HCM Control Delay (s)0 12.1 -- 24.8 --0 HCM Lane LOS A B --C --A HCM 95th %tile Q(veh)-1 --1 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Background AM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 97 1993 88 129 2754 277 0 0 170 0 0 230 Future Vol, veh/h 97 1993 88 129 2754 277 0 0 170 0 0 230 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 93 93 93 66 66 66 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 103 2120 94 137 2930 295 0 0 183 0 0 348 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 3225 0 0 2214 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver --- *362 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %2 --1 -- Mov Cap-1 Maneuver --- *362 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 0.9 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)---- * 362 --- HCM Lane V/C Ratio ---- 0.379 --- HCM Control Delay (s)0 --- 20.9 --0 HCM Lane LOS A ---C --A HCM 95th %tile Q(veh)---- 1.7 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Background PM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 226 3200 136 91 2066 282 0 0 215 0 0 192 Future Vol, veh/h 226 3200 136 91 2066 282 0 0 215 0 0 192 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 - 200 175 -0 --0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 93 93 93 95 95 95 74 74 74 77 77 77 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 243 3441 146 96 2175 297 0 0 291 0 0 249 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 2472 0 0 3587 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 4.14 -- 4.14 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 2.22 -- 2.22 -------- Pot Cap-1 Maneuver ~ 240 -----0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --2 -- Mov Cap-1 Maneuver ~ 240 ----------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 6.7 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- ~ 240 ------ HCM Lane V/C Ratio - 1.013 ------ HCM Control Delay (s)0 105.5 -----0 HCM Lane LOS A F -----A HCM 95th %tile Q(veh)- 9.7 ------ Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total AM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 116 1995 88 129 2754 304 0 0 170 0 0 235 Future Vol, veh/h 116 1995 88 129 2754 304 0 0 170 0 0 235 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 -- 175 ----0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 94 94 94 94 94 94 93 93 93 66 66 66 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 123 2122 94 137 2930 323 0 0 183 0 0 356 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 3253 0 0 2216 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 5.34 -- 5.34 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 3.12 -- 3.12 -------- Pot Cap-1 Maneuver *313 -- *563 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver *313 -- *563 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 1.3 0.5 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- * 313 -- * 563 --- HCM Lane V/C Ratio - 0.394 -- 0.244 --- HCM Control Delay (s)0 23.8 -- 13.4 --0 HCM Lane LOS A C --B --A HCM 95th %tile Q(veh)- 1.8 -- 0.9 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2040 Total PM.syn 4: Mulberry Street & NW Frontage Road 09/16/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 231 3208 136 91 2066 289 0 0 215 0 0 210 Future Vol, veh/h 231 3208 136 91 2066 289 0 0 215 0 0 210 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized -- None -- None -- Free -- Free Storage Length 225 -- 175 ----0 --0 Veh in Median Storage, # -0 --0 --0 --0 - Grade, %-0 --0 --0 --0 - Peak Hour Factor 93 93 93 95 95 95 74 74 74 77 77 77 Heavy Vehicles, %2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 248 3449 146 96 2175 304 0 0 291 0 0 273 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 2479 0 0 3595 0 0 ------ Stage 1 ------------ Stage 2 ------------ Critical Hdwy 5.34 -- 5.34 -------- Critical Hdwy Stg 1 ------------ Critical Hdwy Stg 2 ------------ Follow-up Hdwy 3.12 -- 3.12 -------- Pot Cap-1 Maneuver 461 -- *174 --0 0 0 0 0 0 Stage 1 ------0 0 0 0 0 0 Stage 2 ------0 0 0 0 0 0 Platoon blocked, %1 --1 -- Mov Cap-1 Maneuver 461 -- *174 -------- Mov Cap-2 Maneuver ------------ Stage 1 ------------ Stage 2 ------------ Approach EB WB NB SB HCM Control Delay, s 1.4 1.8 0 0 HCM LOS A A Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBRSBLn1 Capacity (veh/h)- 461 -- * 174 --- HCM Lane V/C Ratio - 0.539 -- 0.551 --- HCM Control Delay (s)0 21.6 -- 48.5 --0 HCM Lane LOS A C --E --A HCM 95th %tile Q(veh)- 3.1 -- 2.8 --- Notes ~: Volume exceeds capacity $: Delay exceeds 300s +: Computation Not Defined *: All major volume in platoon HCM 6th TWSC 2020 Total AM.syn 5: NW Frontage Road & Access 09/17/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 5 2 16 80 194 5 Future Vol, veh/h 5 2 16 80 194 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 275 --- 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 5 2 17 87 211 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 335 214 216 0 -0 Stage 1 214 ----- Stage 2 121 ----- 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 660 826 1354 --- Stage 1 822 ----- Stage 2 904 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 651 826 1354 --- Mov Cap-2 Maneuver 651 ----- Stage 1 811 ----- Stage 2 904 ----- Approach EB NB SB HCM Control Delay, s 10.3 1.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1354 - 693 -- HCM Lane V/C Ratio 0.013 - 0.011 -- HCM Control Delay (s)7.7 - 10.3 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 -0 -- HCM 6th TWSC 2020 Total PM.syn 5: NW Frontage Road & Access 09/17/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.7 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 18 8 4 274 105 1 Future Vol, veh/h 18 8 4 274 105 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 275 --- 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 20 9 4 298 114 1 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 421 115 115 0 -0 Stage 1 115 ----- Stage 2 306 ----- 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 589 937 1474 --- Stage 1 910 ----- Stage 2 747 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 587 937 1474 --- Mov Cap-2 Maneuver 587 ----- Stage 1 907 ----- Stage 2 747 ----- Approach EB NB SB HCM Control Delay, s 10.7 0.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1474 - 663 -- HCM Lane V/C Ratio 0.003 - 0.043 -- HCM Control Delay (s)7.5 - 10.7 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 - 0.1 -- HCM 6th TWSC 2040 Total AM.syn 5: NW Frontage Road & Access 09/17/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.5 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 5 2 16 117 286 5 Future Vol, veh/h 5 2 16 117 286 5 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 275 --- 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 5 2 17 127 311 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 475 314 316 0 -0 Stage 1 314 ----- Stage 2 161 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 548 726 1244 --- Stage 1 741 ----- Stage 2 868 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 540 726 1244 --- Mov Cap-2 Maneuver 540 ----- Stage 1 731 ----- Stage 2 868 ----- Approach EB NB SB HCM Control Delay, s 11.3 1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1244 - 583 -- HCM Lane V/C Ratio 0.014 - 0.013 -- HCM Control Delay (s)7.9 - 11.3 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 -0 -- HCM 6th TWSC 2040 Total PM.syn 5: NW Frontage Road & Access 09/17/2019 Synchro 10 Report Page 1 Intersection Int Delay, s/veh 0.6 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Vol, veh/h 18 8 4 404 156 1 Future Vol, veh/h 18 8 4 404 156 1 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - 275 --- 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 20 9 4 439 170 1 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 618 171 171 0 -0 Stage 1 171 ----- Stage 2 447 ----- Critical Hdwy 6.42 6.22 4.12 --- Critical Hdwy Stg 1 5.42 ----- Critical Hdwy Stg 2 5.42 ----- Follow-up Hdwy 3.518 3.318 2.218 --- Pot Cap-1 Maneuver 453 873 1406 --- Stage 1 859 ----- Stage 2 644 ----- Platoon blocked, %--- Mov Cap-1 Maneuver 452 873 1406 --- Mov Cap-2 Maneuver 452 ----- Stage 1 856 ----- Stage 2 644 ----- Approach EB NB SB HCM Control Delay, s 12.2 0.1 0 HCM LOS B Minor Lane/Major Mvmt NBL NBTEBLn1 SBT SBR Capacity (veh/h)1406 - 531 -- HCM Lane V/C Ratio 0.003 - 0.053 -- HCM Control Delay (s)7.6 - 12.2 -- HCM Lane LOS A -B -- HCM 95th %tile Q(veh)0 - 0.2 -- Kimley-Horn and Associates, Inc. 096501004 – Mulberry Connection APPENDIX E Conceptual Site Plan