Willow Bend Traffic Impact Analysis Update TABLE OF CONTENTS Page I. INTRODUCTION -------------------------------------------------------------------------------------------- 1 II. EXISTING CONDITIONS --------------------------------------------------------------------------------- 4 A. Roadway Network and Land Use ------------------------------------------------------------- 4 B. Existing Volumes and Traffic Operations ---------------------------------------------------- 5 III. FUTURE CONDITIONS ----------------------------------------------------------------------------------- 7 A. Site Trip Generation ------------------------------------------------------------------------------ 7 B. Short Range Future Trip Distribution and Assignment----------------------------------- 7 C. Short Range Future Background Traffic and Traffic Operations --------------------- 10 D. Short Range Future Total Traffic Volumes and Traffic Operations ------------------ 10 E. Long Range Future Trip Distribution and Assignment ---------------------------------- 14 F. Long Range Background Traffic -------------------------------------------------------------- 14 G. Long Range Total Traffic Volumes and Traffic Operations ---------------------------- 19 H. Queuing and Storage Requirements -------------------------------------------------------- 19 I. Pedestrian and Bicycle Accommodation --------------------------------------------------- 20 IV. SUMMARY AND RECOMMENDATIONS ----------------------------------------------------------- 22 Appendices APPENDIX A. APPENDIX B. APPENDIX C. APPENDIX D. APPENDIX E. APPENDIX F. APPENDIX G. APPENDIX H. TRAFFIC VOLUME COUNTS EXISTING CONDITONS LOS WORKSHEETS SHORT RANGE BACKGROUND LOS WORKSHEETS SHORT RANGE TOTAL LOS WORKSHEETS LONG RANGE BACKGROUND LOS WORKSHEETS LONG RANGE TOTAL LOS WORKSHEETS QUEUE ANALYSIS CITY OF THORNTON ROADWAY CROSS SECTIONS
Willow Bend Traffic Impact Analysis Update LIST OF FIGURES Page Figure 1. Vicinity Map ----------------------------------------------------------------------------------------- 2 Figure 2. Site Plan --------------------------------------------------------------------------------------------- 3 Figure 3. Existing Conditions -------------------------------------------------------------------------------- 6 Figure 4. Short Range Future Trip Distribution --------------------------------------------------------- 8 Figure 5. Short Range Future Site Generated Traffic ------------------------------------------------- 9 Figure 6. Short Range Future Background Traffic Volumes and LOS -------------------------- 11 Figure 7. Short Range Future Total Traffic Volumes and LOS ------------------------------------ 12 Figure 8. Long Range Future Trip Distribution -------------------------------------------------------- 16 Figure 9. Long Range Future Site Generated Traffic ------------------------------------------------ 17 Figure 10. Long Range Future Background Traffic Volumes and LOS --------------------------- 18 Figure 11. Long Range Future Total Traffic Volumes and LOS ------------------------------------ 21 LIST OF TABLES Table 1. Willow Bend Trip Generation ------------------------------------------------------------------- 7 Table 2. Left Turn Queues and Storage Requirements -------------------------------------------- 20
Willow Bend Traffic Impact Analysis Update I. INTRODUCTION Willow Bend is a proposed single family residential development to be located in the northwest quadrant of the Holly Street/144 th Avenue intersection in the City of Thornton, Colorado. Figure 1 shows the site location relative to major roadways in the area. This development will occupy approximately 185 acres and will consist of approximately 540 single family homes, an elementary school, and an open space for parks. The proposed site plan includes Bradley Parkway, a planned collector roadway that would form the northern boundary of the site, connecting to Holly Street at a full-movement intersection to be located at the half-mile point between 144 th and 152 nd Avenues. Fairfax Drive, a planned collector road, would bisect the site from north to south, connecting between 144 th Avenue and Bradley Parkway. A secondary site access would be provided at 146 th Avenue and would be restricted to ¾ movement (right-in, left-in, right-out only). Figure 2 illustrates the conceptual site plan for this development. Willow Bend was the subject of a previous report entitled Willow Bend Traffic Impact Analysis, Felsburg Holt & Ullevig, February 2007. This earlier report addressed the traffic impacts of a larger site, including mixed uses to the north of Bradley Parkway. Due to the age of the previous report, and because the current development proposal includes only the single family and elementary school site, an update to the previous analysis is appropriate. For the purposes of this updated effort, two future scenarios are considered: Short Range Future: This scenario examines the traffic impacts of Willow Bend approximately one year after buildout estimated to be the year 2017. Long Range Future: This scenario examines the traffic impacts associated with long range forecasted traffic volumes for the year 2035. Page 1
7 160th Ave. 158th Ave. 152nd Ave. 152nd Ave. 144th Ave. York St. Village Green (undeveloped) SITE Parterre (undeveloped) Lewis Pointe (undeveloped) 25 136th Ave. Washington St. Colorado Blvd. Holly St. 128th Ave. 120th Ave. FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/23/15 Figure 1 Vicinity Map NORTH
Bradley Pkwy. Fairfax Drive 146th Ave. Holly St. 144th Ave. FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/29/15 Figure 2 Site Plan NORTH
Willow Bend Traffic Impact Analysis Update II. EXISTING CONDITIONS A. Roadway Network and Land Use Land in the vicinity of the site is relatively undeveloped. Several proposed developments surround the site, including Lewis Pointe (also known as Sintra), Valley Green, and Parterre (also known as the Plateau). The existing transportation network in the vicinity of the project, depicted on Figure 1, is described as follows: Colorado Boulevard, a north-south major arterial, provides regional connection to E-470 via an existing interchange located northwest of Willow Bend. The intersection at Colorado Boulevard/144 th Avenue is currently signalized. The speed limit is posted 45 miles per hour (MPH). 144 th Avenue, classified as a major arterial in the 2009 Thornton Transportation Plan, extends continuously from Holly Street west to the Northwest Parkway, and has an interchange at I-25. The section east of Colorado Boulevard is currently two-lanes, unpaved. The speed limit on 144 th Avenue in the vicinity of the site is posted 40 MPH. The intersection of 144 th Avenue/Holly Street is controlled by a STOP sign on 144 th Avenue. Holly Street, also classified as a major arterial in the Thornton Transportation Plan, extends continuously between 168 th Avenue on the north and Riverdale Road on the south. In the vicinity of the site, Holly Street is two-lanes and generally unpaved, except for sections located adjacent to developed land. Asphalt pavement has been placed on a 1,100 foot section of Holly Street beneath the overpass of E-470. The paved section includes two 12-foot lanes and shoulders varying from 2 feet to 8t feet. Directly below the overpass are curb and gutter and a 10-foot sidewalk located on the east side of Holly Street. The speed limit on Holly Street is posted 40 MPH. 152 nd Avenue is a two-lane, unpaved, east-west, roadway extending from just west of Holly Street to Quebec Street. The Thornton Transportation Plan indicates 152 nd Avenue will be a major arterial between Holly Street and Colorado Boulevard in the future. There is currently no posted speed limit on 152 nd Avenue in the vicinity of the site. The intersection of 152 nd Avenue/Holly Street is currently unsignalized, with STOP sign control on the eastbound and westbound approaches. Future roadway improvements that would affect travel patterns in the vicinity of the Willow Bend site include the extension of 152 nd Avenue to Colorado Boulevard north of the E-470 interchange as lands west of Willow Bend develop. The intersection of 152 nd Avenue/Holly Street is anticipated to be signalized as adjacent development occurs. Per the Thornton Transportation Plan, 144 th Avenue will be extended east to Quebec Street. Page 4
Willow Bend Traffic Impact Analysis Update B. Existing Volumes and Traffic Operations Twenty-four hour tube counts were recently conducted on 144 th Avenue west of Holly Street and on Holly Street north of 144 th Avenue. Appendix A includes count data. Per the counts, 144 th Avenue currently experiences approximately 1,360 vehicles per day (VPD), and Holly Street carries about 1,230 VPD. The AM and PM peak hour volumes were extracted from the data, and peak hour turning movements at the existing study area intersections were estimated. These estimates were then used to determine the existing intersection Level of Service (LOS) using SYNCHRO, a computerized traffic analysis tool. LOS is a qualitative assessment of the traffic flow characteristics described by a letter designation ranging from A to F. LOS A represents traffic conditions with essentially uninterrupted flow and minimal delay, whereas LOS F represents the breakdown of traffic flow with excessive congestion and delay. Unsignalized intersection analyses result in a LOS designation for each controlled movement, whereas an overall average LOS is reported for signalized intersections. Figure 3 shows the current traffic conditions; as indicated, unsignalized operations along Holly Street are currently acceptable, at LOS A during peak times. Appendix B includes LOS worksheets for the existing conditions. Page 5
2(2) 58(63) 1(1) 2(2) 2(2) 2(2) 1(1) 1(1) 1(1) 2(2) 64(70) 1(1) 152nd Ave. A/A A/A 1230 Holly St. A/A A/A LEGEND 61(66) 67(73) XXX(XXX) XXXX X/X = AM(PM) Peak Hour Traffic Volumes (Turning Movements Estimated) = Daily Traffic Volumes = AM/PM Peak Hour Level of Service = Stop Sign 144th Ave. 65(81) 102(68) 1360 45(56) 16(10) 60(45) 42(23) 20(25) 7(28) A/A A/A FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/26/15 Figure 3 Existing Conditions NORTH
Willow Bend Traffic Impact Analysis Update III. FUTURE CONDITIONS A. Site Trip Generation The number of trips generated by the proposed development at Willow Bend was estimated based on data contained in Trip Generation, 9 th Edition, Institute of Transportation Engineers (ITE), 2012. Table 1 summarizes the daily and peak hour site trip generation estimates. It has been estimated that approximately 10 percent of the elementary school trips would come from the single family homes within Willow Bend. Therefore, the trip generation for the elementary school has been reduced by 10 percent, with a corresponding reduction applied to the residential trips, to account for trips that would remain internal to the site and would not impact the external roadway network. As shown, this development is expected to generate approximately 5,820 vehicle trips per day, with approximately 640 trips during the AM peak hour and 680 trips during the PM peak hour. Table 1. Willow Bend Trip Generation Land Use Size Units Daily AM Peak Hour PM Peak Hour In Out Total In Out Total Single Family Detached 540 DU 5,140 100 305 405 340 200 540 Elementary School 650 students 840 160 135 295 80 100 180 Total Trips 5,980 260 440 700 420 300 720 Reduction for trips between Residential and Elementary School (1) -160-30 -30-60 -20-20 -40 Total External Trips 5,823 230 410 640 400 280 680 1. 10 percent of the elementary school trips are estimated to come directly from homes within Willow Bend. The reduction in the school trips equates to a corresponding number of residential trips; these internal trips have been subtracted from the total to determine impacts to the external roadway network. B. Short Range Future Trip Distribution and Assignment The trip distribution estimates, shown on Figure 4, are based on the accessibility to major roadways such as I-25, E-470, and Colorado Boulevard, and on the location of the site relative to existing developed areas and existing connectivity. The following distribution percentages were used to assign the trips to the roadway network in the short range future as shown in Figure 5: 70 percent oriented to/from the west on 144 th Avenue 25 percent oriented to/from the south on Holly Street 5 percent oriented to/from the north on Holly Street Page 7
7 160th Ave. 158th Ave. 152nd Ave. 5% 152nd Ave. 144th Ave. York St. SITE 70% 136th Ave. Washington St. Colorado Blvd. Holly St. 25 25% FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/23/15 Figure 4 Short Range Future Trip Distribution NORTH
10(20) 152nd Ave. Holly St. 20(15) A/A A/A Bradley Pkwy. 5(15) 5(5) 20(15) 90(60) 60(90) LEGEND XXX(XXX) XXXX = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes Fairfax Drive 5(5) 90(60) 146th Ave. 35(25) 20(40) 60(90) 290 5(25) 25(15) 25(15) 85(60) 5(25) 5(80) 1540 3680 1840 144th Ave. 4070 120(220) 40(60) 230(160) 35(20) 20(30) 55(35) 1240 55(35) 70(50) 40(60) 35(20) 1460 20(30) 40(70) FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/29/15 Figure 5 Short Range Future Site Generated Traffic Volumes NORTH
Willow Bend Traffic Impact Analysis Update C. Short Range Future Background Traffic and Traffic Operations Background traffic is the component of traffic volumes on the roadway network that are unrelated to the proposed development. The 2009 Thornton Transportation Plan was used as the basis for estimating future background traffic volumes. The forecasted daily traffic volumes for the year 2035 were compared to the existing count data and an average annual growth rate of approximately 12 percent per year was calculated. This growth rate was applied to the existing traffic volumes to project year 2017 background traffic. In addition, traffic generated by the adjacent Lewis Point development (Sintra), located immediately south of Willow Bend, has been included in the short range background traffic. These volumes were extracted from the report entitled Traffic Impact Study, Sintra Development, Eugene G. Coppola, April 28, 2006. Figure 6 shows the resultant year 2017 projections. As shown, background traffic volumes on 144 th Avenue in the vicinity of the site are projected to be approximately 2,150 to 3,850 vehicles per day (VPD). Holly Street is projected to experience daily volumes in the range of 1,310 VPD south of 144 th Avenue to 1,770 VPD adjacent to the site. Figure 6 also summarizes peak hour LOS results for the projected background conditions. As shown, all critical movements at the intersections of 144 th Avenue/Holly Street and 152 nd Avenue/Holly Street are projected to operate at LOS B or better during peak times under the current STOP sign control. The Lewis Point access to 144 th Avenue would also operate acceptably under unsignalized traffic control. Appendix C includes short range future background LOS worksheets. D. Short Range Future Total Traffic Volumes and Traffic Operations Total traffic is a summation of background traffic volumes and the corresponding site generated traffic volumes. Figure 7 depicts the short range future total traffic volumes. With development of Willow Bend, Bradley Parkway would be constructed to one-half its ultimate cross section from Holly Street west along the site frontage. Fairfax Drive would be constructed to minor collector standards within the site, extending south from Bradley Parkway to 144 th Avenue, and connecting opposite the Lewis Pointe access. Other anticipated improvements include the construction of Holly Street and 144 th Avenue adjacent to the site to one-half the ultimate cross sections identified in the Thornton Transportation Plan (Buildout Roadway Plan). As shown, total traffic volumes on 144 th Avenue in the vicinity of the site are projected to be approximately 7,920 to 3,390 VPD. On Holly Street, the total daily traffic volumes are projected to range from 2,060 VPD north of 152 nd Avenue to 3,610 VPD north of 144 th Avenue. The intersection of 144 th Avenue/Fairfax Drive/Lewis Pointe is expected to approach threshold peak hour signal warrant criteria outlined in the Manual on Uniform Traffic Control Devices, 2009 (MUTCD) in the short range future. Subsequent capacity analyses include this potential improvement. All other study area intersections would remain unsignalized in the short range future. Page 10
300 5(5) 70(80) 5(5) 5(5) 5(5) 5(5) 5(5) 5(5) 5(5) 5(5) 85(85) 5(5) 152nd Ave. 300 A/A A/A A/A 1770 Holly St. A/A 1770 LEGEND XXX(XXX) XXXX X/X = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Level of Service = Stop Sign FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/26/15 144th Ave. 3850 130(85) 100(120) 150(70) 35(15) 80(100) 20(25) 2150 B/B A/A A/A 60(75) 20(15) 85(60) 80(40) 1310 40(50) 10(35) B/B B/A A/A Figure 6 Short Range Future Background Traffic Volumes and Levels of Service NORTH
5(5) 80(100) 5(5) 5(5) 5(5) 5(5) 5(5) 5(5) 5(5) 5(5) 105(100) 5(5) 152nd Ave. 300 A/A A/A A/A Holly St. A/A A/A A/A Bradley Pkwy. 10(25) 25(15) 25(15) 10(25) 55(80) 5(15) 85(95) A/A 85(60) 20(15) 90(60) A/B A/A 60(90) 95(95) 2060 300 LEGEND XXX(XXX) XXXX X/X = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Level of Service = Stop Sign = Traffic Signal Fairfax Drive 3680 A/A A/A 146th Ave. 35(25) 5(5) 170(150) 3610 20(40) 155(185) B/B A/A A/A 144th Ave. 7920 230(160) 5(5) 35(20) 120(220) 170(145) 100(120) 20(30) 135(135) 20(25) 150(70) 5(5) 35(15) C/C 3390 115(110) 90(65) 125(120) 115(60) 60(80) 50(105) B/B B/A A/A FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/29/15 Figure 7 Short Range Future Total Traffic Volumes and Levels of Service NORTH
Willow Bend Traffic Impact Analysis Update Peak hour LOS analyses were conducted for the study area intersections, the results of which are also indicated on Figure 7. As shown, traffic operations in the vicinity of the site would remain acceptable, at LOS C or better, in the short range future. Appendix D includes LOS worksheets. The following summarize the roadway improvements envisioned in the short range future: 144 th Avenue: Construct 144 th Avenue to the ultimate six-lane major arterial cross section per City of Thornton standards. It is anticipated that the Lewis Pointe development will construct the eastbound laneage; the westbound widening would be done as a part of the Willow Bend development. Holly Street: Construct Holly Street to one-half the ultimate six-lane major arterial cross section per City of Thornton standards. It is expected that this improvement would be done as part of the Willow Bend development and would consist of widening in the southbound direction along the site frontage. Widening along the east side of Holly Street would occur at a later time with development of the Parterre Subdivision. Bradley Parkway: Construct Bradley Parkway along the site frontage to one-half the ultimate four-lane Parkway Collector cross section per City of Thornton standards. This improvement would be done as part of the Willow Bend development. In the future, as development along the north side occurs, the ultimate cross section would be completed. Also in the future, Bradley Parkway would be extended west to Colorado Boulevard as a part of the Valley Green development. STOP sign control on the eastbound approach to Holly Street would provide acceptable traffic operations (LOS A or B) in the short range future. Fairfax Drive: Construct Fairfax Drive within the site to two-lane collector standards per City of Thornton criteria. At the intersection at 144 th Avenue, traffic conditions should be monitored periodically and a traffic signal should be installed when conditions so warrant. With signalized control, this intersection is projected to operate at LOS C during peak times. STOP sign control on the northbound approach to Bradley Parkway would provide acceptable traffic operations in the short range future. 146 th Avenue: As previously noted, this site access on Holly Street would be unsignalized and restricted to ¾ movement. STOP sign control on the eastbound approach would provide acceptable traffic operations. Page 13
Willow Bend Traffic Impact Analysis Update E. Long Range Future Trip Distribution and Assignment The long range future trip distribution estimates, shown in Figure 8, reflect the expanded roadway network envisioned in the Thornton Transportation Plan. The changes in the trip distribution account for the planned extension of Bradley Parkway west to Colorado Boulevard (through Village Green) and east, trending south to 144 th Avenue (through the Parterre Subdivision). 144 th Avenue would be extended west to Quebec Street. The following distribution percentages were used to assign the trips to the roadway network in the long range future: 50 percent oriented to/from the west on 144 th Avenue 10 percent oriented to/from the east on 144 th Avenue 20 percent oriented to/from the south on Holly Street 15 percent oriented to/from the west on Bradley Parkway 5 percent oriented to/from the north on Holly Street The site generated traffic was assigned to the adjacent roadway network per these distribution patterns, as shown in Figure 9. F. Long Range Background Traffic As previously discussed, the annual growth rate of 12 percent, as calculated from 2035 projections contained in the Thornton Transportation Plan, was used as the basis for estimating the long range future background traffic volumes. In addition to traffic generated by the adjacent Lewis Point development, traffic volumes associated with the Parterre Subdivision, located immediately east of Willow Bend, and Village Green, located just west of the site, have been included in the long range background traffic. The Parterre Subdivision volumes were estimated based on single family residential uses and on roadway and access alignments contained in the subdivision plat. Village Green traffic volumes were extracted from the report entitled Village Green Development Mixed Use Traffic Impact Study, Alpine Consulting Engineers, November 30, 2007. In addition, traffic generated by potential mixed use development north of Bradley Parkway was extracted from our 2007 Willow Bend report. Figure 10 shows the resulting 2035 background traffic volumes. As shown, background traffic volumes on 144 th Avenue in the vicinity of the Willow Bend site are projected to be approximately 11,850 to 12,660 VPD adjacent to the site, with approximately 2,000 VPD east of Holly Street. Holly Street is projected to experience daily volumes in the range of 11,550 to 19,450 VPD adjacent to the site, with about 17,000 VPD south of 144 th Avenue. Bradley Parkway would experience between 2,550 and 3,500 VPD in background traffic. Fairfax Drive would carry about 2,200 VPD, consisting of background traffic generated north of Bradley Parkway. These background daily projections coincide well with 2035 projections contained in the Thornton Transportation Plan. Page 14
Willow Bend Traffic Impact Analysis Update Long range improvements identified in the Thornton Transportation Plan include widening to sixlane arterial standards along both 144 th Avenue and Holly Street within the study area. As previously discussed, the six-lane widening along 144 th adjacent to Willow Bend would occur in the short range future with development of both Lewis Pointe and Willow Bend. With development of Parterre Subdivision, the northbound laneage along Holly Street would be constructed. The ultimate cross-section on Bradley Parkway (four-lane Parkway Collector) would be completed with development of the multi-family/commercial mixed-use areas. In the long range future, background traffic volumes would indicate the need for signalization at the following intersections: 152 nd Avenue/Holly Street Bradley Parkway/Holly Street 144 th Avenue/Holly Street 144 th Avenue/Willow Way (this has been previously identified as a short range improvement) The above intersections are projected to meet peak hour signal warrant criteria specified in the MUTCD. Unsignalized traffic control would be sufficient to provide acceptable operational conditions at Bradley Parkway/Fairfax Drive and at 146 th Avenue/Holly Street. Other improvements indicated by background conditions include dual left-turn lanes eastbound and northbound at 144 th Avenue/Holly Street. LOS analyses, the results of which are depicted on Figure 10, indicate acceptable peak hour operational conditions at 144 th Avenue/Holly Street (LOS C or D) with the above improvements. The intersections of 152 nd Avenue/Holly Street, 144 th Avenue/Fairfax Drive, and Bradley Parkway/Holly Street are projected to operate at LOS C or better during both the AM and PM peak hours. Unsignalized operations at Bradley Parkway/Fairfax Drive are also projected to be acceptable, at LOS C during peak times. Appendix E includes the long range background LOS worksheets. Page 15
7 160th Ave. 158th Ave. 152nd Ave. 5% 152nd Ave. 144th Ave. York St. 15% SITE 50% 10% 136th Ave. Washington St. Colorado Blvd. Holly St. 25 20% FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/23/15 Figure 8 Long Range Future Trip Distribution NORTH
10(20) 152nd Ave. Bradley Pkwy. 5(15) 5(5) Holly St. 20(15) 20(15) 85(55) 60(85) LEGEND XXX(XXX) XXXX = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes Fairfax Drive 5(5) 85(55) 146th Ave. 30(20) 15(30) 60(85) 290 290 870 30(50) 5(10) 45(30) 10(25) 15(10) 25(15) 30(50) 10(25) 50(60) 45(30) 60(40) 1200 2050 3040 165(115) 50(35) 40(25) 55(35) 20(15) 1970 144th Ave. 25(45) 15(20) 40(25) 1240 10(20) 2910 85(160) 30(40) 30(40) 580 20(15) 30(20) 1170 15(25) 30(55) FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/29/15 Figure 9 Long Range Future Site Generated Traffic Volumes NORTH
8500 105(85) 485(550) 10(15) 75(135) 15(25) 240(315) 11,550 15(5) 15(20) 40(30) 290(295) 360(365) 15(55) 152nd Ave. 1500 B/C A/A Bradley Pkwy. Holly St. 16,100 A/A 3500 5(10) 105(165) 5(10) 5(10) 5(10) 100(165) 85(115) 75(105) 45(70) A/A B/C B/C B/B B/C A/A 70(130) 40(45) 60(115) 40(80) 20(60) 2550 10(25) 750(860) 5(10) 15(15) 10(10) 60(90) 10(5) 15(10) 110(70) 45(105) 630(695) 35(125) A/A LEGEND XXX(XXX) XXXX X/X = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Level of Service = Stop Sign = Traffic Signal Fairfax Drive 2200 146th Ave. 920(1020) 19,450 710(925) C/D FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/29/15 50(75) 5(5) 25(30) 315(335) 565(650) 40(35) 10(25) 10(40) 425(635) 15(30) 144th Ave. 20(25) 11,850 20(35) 12,660 45(80) 505(345) 2000 C/C 840(455) 100(120) 150(70) 5(5) 35(15) 50(25) 345(130) 17,000 125(320) 195(540) 15(35) Figure 10 Long Range Future Background Traffic Volumes and Levels of Service NORTH
Willow Bend Traffic Impact Analysis Update G. Long Range Total Traffic Volumes and Traffic Operations Figure 11 shows the resultant long range total traffic volumes. In the projected year 2035, traffic volumes on 144 th Avenue adjacent to the site are projected to range between 13,090 and 15,570 VPD; east of Holly Street, the daily volume would drop to about 2,580 VPD. On Holly Street, the daily traffic volumes are projected to range from 11,840 VPD north of 152 nd Avenue to 21,420 VPD adjacent to the site, with about 18,170 VPD south of 144 th Avenue. Bradley Parkway would carry between 3,750 and 4370 VPD adjacent to the site. Fairfax Drive would carry between 4,250 and 5,240 VPD through the site. Capacity analyses were performed for the AM and PM peak hours at the intersections of 144 th Avenue/Holly Street and 152 nd Avenue/Holly Street and at the site access intersections. Appendix F includes worksheets for the long range future total LOS. Figure 11 also summarizes the projected operational conditions and the associated approach geometry at each study intersection. In general, all study area intersections would operate at acceptable levels with the roadway and traffic control improvements previously identified. At the intersection of Holly Street and Bradley Parkway, a traffic signal would be needed in the long range future. During peak times, the signalized intersections within the study area would operate at LOS C or better. Unsignalized operations would be at LOS D or better. H. Queuing and Storage Requirements The long range future total traffic analyses include calculations of the 95 percent maximum probable queues at study area intersections and accesses. The queue computations are included in the LOS output for unsignalized intersections; signalized intersections have a separate calculation (SYNCHRO signalized intersection queue reports are included in Appendix G). Storage requirements were estimated based on the critical peak hour turning movement volumes. An average vehicle length of 25 feet was assumed. A minimum storage requirement of 50 feet (two vehicles) was also assumed. Table 2 summarizes the queue results in comparison to the projected storage requirements for left-turn movements in the study area. Page 19
Willow Bend Traffic Impact Analysis Update Table 2. Left Turn Queues and Storage Requirements Intersection 144 th Avenue & Holly Street 152 nd Avenue & Holly Street 144 th Avenue & Fairfax Drive Holly Street & Bradley Parkway Bradley Parkway & Fairfax Drive Left-Turn 95% Max Queue (in feet) Storage Movement AM Peak Hour PM Peak Hour (in feet) Northbound 77 158 345 Southbound 54 58 60 Eastbound 261 189 (Dual Lanes) 270 Westbound 39 57 60 Northbound 233 220 295 Southbound 8 12 50 Eastbound 81 132 135 Westbound 49 40 50 Northbound 102 56 150 Southbound 50 54 75 Eastbound 89 173 240 Westbound 12 22 50 Northbound 26 102 190 Southbound 5 7 50 Eastbound 44 43 50 Westbound 109 80 110 Northbound 13 15 50 Southbound 10 43 70 Eastbound 5 8 130 Westbound 3 3 60 Eastbound 0 0 50 Westbound 0 0 50 Bradley Parkway & West Access Holly Street & 146 th Avenue Northbound 3 8 50 I. Pedestrian and Bicycle Accommodation Willow Bend would accommodate pedestrians and bicyclists with the following improvements: Sidewalks and bike lanes along 144 th Avenue and Holly Street adjacent to the site per City of Thornton standards (arterial cross-sections are provided in Appendix H). Sidewalks and bike lanes along Fairfax Drive and Bradley Parkway per City of Thornton standards (collector cross-sections are also provided in Appendix H). Sidewalks along all internal local roadways per City of Thornton standards. A pedestrian/bike trail along the Todd Creek drainage through the site. Pedestrian actuated signals at all traffic signal installations and ADA ramps at all crosswalk locations. Page 20
8500 105(85) 495(570) 10(20) 75(135) 15(25) 240(315) 11,840 5(5) 15(20) 40(30) 290(295) 370(380) 15(55) 152nd Ave. 1500 B/C B/B 16,390 A/A A/A 4370 B/B Bradley Pkwy. 5(10) 155(230) 5(10) 5(10) 5(10) 5(10) 160(210) 10(25) 4370 85(115) 75(105) 45(70) Holly St. LEGEND XXX(XXX) XXXX X/X A/A = AM(PM) Peak Hour Traffic Volumes = Daily Traffic Volumes = AM/PM Peak Hour Level of Service = Stop Sign = Traffic Signal C/D B/C B/C C/D A/A 5240 15(10) 25(15) Fairfax Drive 70(130) 85(75) 30(50) 4250 B/B 45(30) 60(115) 60(40) 40(80) 45(100) 50(60) C/C 3750 35(30) 10(10) 145(145) 146th Ave. 15(40) 755(865) 5(10) 30(20) 5(5) 1005(1075) 21,420 10(5) 15(10) 110(70) 105(190) 630(695) 35(125) 15(30) 770(1010) A/B C/C 215(190) 5(5) 75(65) 355(360) 620(685) 60(50) 35(70) 25(60) 465(660) 25(50) 144th Ave. 20(25) 13,090 20(35) 15,570 130(240) 535(385) 2580 C/C 870(495) 100(120) 150(70) 5(5) 35(15) 70(40) 375(150) 18,170 140(345) 225(595) 15(35) FELSBURG HOLT & ULLEVIG Willow Bend TIA 15-019 01/29/15 Figure 11 Long Range Future Total Traffic Volumes and Levels of Service NORTH
Willow Bend Traffic Impact Analysis Update IV. SUMMARY AND RECOMMENDATIONS Willow Bend is a proposed single family residential development to be located in the northwest quadrant of the Holly Street/144 th Avenue intersection. This development will occupy approximately 185 acres and will consist of approximately 540 single family homes, an elementary school, and an open space for parks. Access to Willow Bend is proposed via Bradley Parkway, a planned collector roadway that would connect to Holly Street at fullmovement intersection midway between 144 th and 152 nd Avenues. Fairfax Drive, a planned collector road, would bisect the site from north to south, connecting between 144 th Avenue and Bradley Parkway. A secondary site access would be provided at 146 th Avenue and would be restricted to ¾ movement (right-in, left-in, right-out only). The Willow Bend development is expected to generate approximately 5,820 vehicle trips per day, with approximately 640 trips during the AM peak hour and 680 trips during the PM peak hour. The traffic impacts of this additional traffic were evaluated under both short range future and long range future conditions. In general, the planned future roadway system would have sufficient capacity to accommodate the increase in traffic due to Willow Bend; relative to this, the following recommendations are made: Construct westbound 144 th Avenue adjacent to the site to one-half the ultimate six-lane major arterial cross section per City of Thornton standards. It is anticipated that the Lewis Pointe development will construct the eastbound laneage. Construct southbound Holly Street adjacent to the site to one-half the ultimate six-lane major arterial cross section per City of Thornton standards. Future widening of Holly Street in the northbound direction would be completed as part of the Parterre Subdivision. Periodically monitor traffic conditions at the 144th Avenue/Holly Street intersection and install a traffic signal, when warranted. Construct eastbound Bradley Parkway along the site frontage to one-half the ultimate four-lane Parkway Collector cross section per City of Thornton standards. In the future, as development along the north side occurs, the ultimate cross-section would be completed. Install STOP sign control on the eastbound Bradley Parkway approach to Holly Street as part of initial development at Willow Bend. Periodically monitor traffic conditions at this intersection, and install a traffic signal, when warranted (projected to occur in the long range future). Construct Fairfax Drive within the site to two-lane collector standards per City of Thornton criteria. Periodically monitor traffic conditions at the 144 th Avenue/Fairfax Drive intersection and install a traffic signal, when warranted (projected to occur in the short range future). Page 22
Willow Bend Traffic Impact Analysis Update Install STOP sign control on the northbound Fairfax Drive approach to Bradley Parkway. This traffic control is projected to provide for acceptable traffic operations through the long range future. Install STOP sign control on the eastbound 146 th Avenue approach to Holly Street. This intersection should be restricted to ¾ movement. Page 23
Willow Bend Traffic Impact Analysis Update APPENDIX A. TRAFFIC VOLUME COUNTS Appendix A
All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net Page 1 Site Code: 1 Station ID: 1 E 144TH AVE W/O HOLLY ST Start 13-Jan-15 Time Tue EB WB Total 12:00 AM 1 2 3 01:00 1 0 1 02:00 0 0 0 03:00 1 0 1 04:00 1 1 2 05:00 24 6 30 06:00 48 52 100 07:00 102 65 167 08:00 58 34 92 09:00 28 34 62 10:00 47 29 76 11:00 31 33 64 12:00 PM 35 29 64 01:00 31 34 65 02:00 44 47 91 03:00 68 62 130 04:00 48 81 129 05:00 48 71 119 06:00 23 38 61 07:00 13 33 46 08:00 4 16 20 09:00 7 9 16 10:00 5 5 10 11:00 2 4 6 Total 670 685 1355 Percent 49.4% 50.6% AM Peak - 07:00 07:00 - - - - - - 07:00 Vol. - 102 65 - - - - - - 167 PM Peak - 15:00 16:00 - - - - - - 15:00 Vol. - 68 81 - - - - - - 130 Grand Total 670 685 1355 Percent 49.4% 50.6% ADT ADT 1,341 AADT 1,341
All Traffic Data Services, Inc 9660 W 44th Ave Wheat Ridge,CO 80033 www.alltrafficdata.net Page 1 Site Code: 2 Station ID: 2 HOLLY ST N/O E 144TH AVE Start 13-Jan-15 Time Tue NB SB Total 12:00 AM 0 1 1 01:00 2 2 4 02:00 0 0 0 03:00 0 0 0 04:00 6 5 11 05:00 22 12 34 06:00 52 40 92 07:00 67 61 128 08:00 59 40 99 09:00 31 19 50 10:00 19 15 34 11:00 32 19 51 12:00 PM 29 36 65 01:00 33 33 66 02:00 43 41 84 03:00 61 66 127 04:00 73 64 137 05:00 43 42 85 06:00 31 40 71 07:00 21 20 41 08:00 9 14 23 09:00 6 7 13 10:00 7 5 12 11:00 3 2 5 Total 649 584 1233 Percent 52.6% 47.4% AM Peak - 07:00 07:00 - - - - - - 07:00 Vol. - 67 61 - - - - - - 128 PM Peak - 16:00 15:00 - - - - - - 16:00 Vol. - 73 66 - - - - - - 137 Grand Total 649 584 1233 Percent 52.6% 47.4% ADT ADT 1,233 AADT 1,233
Willow Bend Traffic Impact Analysis Update APPENDIX B. EXISTING CONDITONS LOS WORKSHEETS Appendix B
HCM 2010 TWSC Existing Conditions AM Peak Hour 1: Holly Street & 144th Avenue 1/22/2015 Intersection Int Delay, s/veh 5.8 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 60 42 20 7 16 45 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 65 46 22 8 17 49 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 93 42 66 0-0 Stage 1 42 - - - - - Stage 2 51 - - - - - 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 907 1029 1536 - - - Stage 1 980 - - - - - Stage 2 971 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 894 1029 1536 - - - Mov Cap-2 Maneuver 894 - - - - - Stage 1 980 - - - - - Stage 2 957 - - - - - Approach EB NB SB HCM Control Delay, s 9.3 5.5 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1536-945 - - HCM Lane V/C Ratio 0.014-0.117 - - HCM Control Delay (s) 7.4 0 9.3 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0-0.4 - - Page 1
HCM 2010 TWSC Existing Conditions AM Peak Hour 2: Holly Street & 152nd Ave/152nd Avenue 1/22/2015 Intersection Int Delay, s/veh 0.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 2 2 1 1 1 2 64 1 1 58 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 2 2 1 1 1 2 70 1 1 63 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 142 141 64 142 141 70 65 0 0 71 0 0 Stage 1 66 66-74 74 - - - - - - - Stage 2 76 75-68 67 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52-6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52-6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 828 750 1000 828 750 993 1537 - - 1529 - - Stage 1 945 840-935 833 - - - - - - - Stage 2 933 833-942 839 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 825 749 1000 823 749 993 1537 - - 1529 - - Mov Cap-2 Maneuver 825 749-823 749 - - - - - - - Stage 1 944 839-934 832 - - - - - - - Stage 2 930 832-937 838 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.3 9.3 0.2 0.1 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1537 - - 846 843 1529 - - HCM Lane V/C Ratio 0.001 - - 0.008 0.004 0.001 - - HCM Control Delay (s) 7.3 0-9.3 9.3 7.4 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - Page 2
HCM 2010 TWSC Existing Conditions PM Peak Hour 1: Holly Street & 144th Avenue 1/22/2015 Intersection Int Delay, s/veh 4.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 45 23 25 28 10 56 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 49 25 27 30 11 61 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 126 41 72 0-0 Stage 1 41 - - - - - Stage 2 85 - - - - - 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 869 1030 1528 - - - Stage 1 981 - - - - - Stage 2 938 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 853 1030 1528 - - - Mov Cap-2 Maneuver 853 - - - - - Stage 1 981 - - - - - Stage 2 921 - - - - - Approach EB NB SB HCM Control Delay, s 9.3 3.5 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 1528-906 - - HCM Lane V/C Ratio 0.018-0.082 - - HCM Control Delay (s) 7.4 0 9.3 - - HCM Lane LOS A A A - - HCM 95th %tile Q(veh) 0.1-0.3 - - Page 1
HCM 2010 TWSC Existing Conditions PM Peak Hour 2: Holly Street & 152nd Ave/152nd Avenue 1/22/2015 Intersection Int Delay, s/veh 0.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 2 2 2 1 1 1 2 70 1 1 63 2 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 2 2 2 1 1 1 2 76 1 1 68 2 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 154 154 70 155 154 77 71 0 0 77 0 0 Stage 1 72 72-81 81 - - - - - - - Stage 2 82 82-74 73 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52-6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52-6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 813 738 993 812 738 984 1529 - - 1522 - - Stage 1 938 835-927 828 - - - - - - - Stage 2 926 827-935 834 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 810 737 993 807 737 984 1529 - - 1522 - - Mov Cap-2 Maneuver 810 737-807 737 - - - - - - - Stage 1 937 834-926 827 - - - - - - - Stage 2 923 826-930 833 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.4 9.3 0.2 0.1 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1529 - - 834 831 1522 - - HCM Lane V/C Ratio 0.001 - - 0.008 0.004 0.001 - - HCM Control Delay (s) 7.4 0-9.4 9.3 7.4 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0 0 0 - - Page 2
Willow Bend Traffic Impact Analysis Update APPENDIX C. SHORT RANGE BACKGROUND LOS WORKSHEETS Appendix C
HCM 2010 TWSC Short Range Background AM Peak Hour 1: Holly Street & 144th Avenue 1/22/2015 Intersection Int Delay, s/veh 6.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 85 80 40 10 20 60 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 0 - - - Veh in Median Storage, # 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 92 87 43 11 22 65 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 152 54 87 0-0 Stage 1 54 - - - - - Stage 2 98 - - - - - 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 840 1013 1509 - - - Stage 1 969 - - - - - Stage 2 926 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 816 1013 1509 - - - Mov Cap-2 Maneuver 816 - - - - - Stage 1 969 - - - - - Stage 2 900 - - - - - Approach EB NB SB HCM Control Delay, s 9.5 6 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1509-816 1013 - - HCM Lane V/C Ratio 0.029-0.113 0.086 - - HCM Control Delay (s) 7.5-10 8.9 - - HCM Lane LOS A - B A - - HCM 95th %tile Q(veh) 0.1-0.4 0.3 - - Page 1
HCM 2010 TWSC Short Range Background AM Peak Hour 2: Holly Street & 152nd Ave/152nd Avenue 1/22/2015 Intersection Int Delay, s/veh 1.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 5 5 5 5 5 5 85 5 5 70 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 5 5 5 5 5 5 92 5 5 76 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 201 199 79 201 198 95 82 0 0 98 0 0 Stage 1 90 90-106 106 - - - - - - - Stage 2 111 109-95 92 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52-6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52-6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 757 697 981 757 698 962 1515 - - 1495 - - Stage 1 917 820-900 807 - - - - - - - Stage 2 894 805-912 819 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 744 692 981 744 693 962 1515 - - 1495 - - Mov Cap-2 Maneuver 744 692-744 693 - - - - - - - Stage 1 914 817-897 805 - - - - - - - Stage 2 880 803-897 816 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.7 9.7 0.4 0.5 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1515 - - 788 784 1495 - - HCM Lane V/C Ratio 0.004 - - 0.021 0.021 0.004 - - HCM Control Delay (s) 7.4 0-9.7 9.7 7.4 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - - Page 2
HCM 2010 TWSC Short Range Background AM Peak Hour 6: Lewis Pointe & 144th Avenue 1/22/2015 Intersection Int Delay, s/veh 4.3 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 130 100 20 80 150 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 - 100 100-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 141 109 22 87 163 38 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 141 0 271 141 Stage 1 - - - - 141 - Stage 2 - - - - 130 - 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 - - 1442-718 907 Stage 1 - - - - 886 - Stage 2 - - - - 896 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1442-707 907 Mov Cap-2 Maneuver - - - - 707 - Stage 1 - - - - 886 - Stage 2 - - - - 882 - Approach EB WB NB HCM Control Delay, s 0 1.5 11.1 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 707 907 - - 1442 - HCM Lane V/C Ratio 0.231 0.042 - - 0.015 - HCM Control Delay (s) 11.6 9.1 - - 7.5 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.9 0.1 - - 0 - Page 3
HCM 2010 TWSC Short Range Background PM Peak Hour 1: Holly Street & 144th Avenue 1/22/2015 Intersection Int Delay, s/veh 4.9 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 60 40 50 35 15 75 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 0 - - - Veh in Median Storage, # 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 65 43 54 38 16 82 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 204 57 98 0-0 Stage 1 57 - - - - - Stage 2 147 - - - - - 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 784 1009 1495 - - - Stage 1 966 - - - - - Stage 2 880 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 756 1009 1495 - - - Mov Cap-2 Maneuver 756 - - - - - Stage 1 966 - - - - - Stage 2 848 - - - - - Approach EB NB SB HCM Control Delay, s 9.6 4.4 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1495-756 1009 - - HCM Lane V/C Ratio 0.036-0.086 0.043 - - HCM Control Delay (s) 7.5-10.2 8.7 - - HCM Lane LOS A - B A - - HCM 95th %tile Q(veh) 0.1-0.3 0.1 - - Page 1
HCM 2010 TWSC Short Range Background PM Peak Hour 2: Holly Street & 152nd Ave 1/22/2015 Intersection Int Delay, s/veh 1.7 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 5 5 5 5 5 5 85 5 5 80 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 5 5 5 5 5 5 92 5 5 87 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 212 210 90 212 209 95 92 0 0 98 0 0 Stage 1 101 101-106 106 - - - - - - - Stage 2 111 109-106 103 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52-6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52-6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 745 687 968 745 688 962 1503 - - 1495 - - Stage 1 905 811-900 807 - - - - - - - Stage 2 894 805-900 810 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 732 682 968 732 683 962 1503 - - 1495 - - Mov Cap-2 Maneuver 732 682-732 683 - - - - - - - Stage 1 901 808-896 804 - - - - - - - Stage 2 879 802-885 807 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.7 9.7 0.4 0.4 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1503 - - 776 775 1495 - - HCM Lane V/C Ratio 0.004 - - 0.021 0.021 0.004 - - HCM Control Delay (s) 7.4 0-9.7 9.7 7.4 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - - Page 2
HCM 2010 TWSC Short Range Background PM Peak Hour 6: Lewis Pointe & 144th Avenue 1/22/2015 Intersection Int Delay, s/veh 2.6 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 85 120 25 100 70 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - 100 100-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 92 130 27 109 76 16 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 92 0 255 92 Stage 1 - - - - 92 - Stage 2 - - - - 163 - 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 - - 1503-734 965 Stage 1 - - - - 932 - Stage 2 - - - - 866 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1503-721 965 Mov Cap-2 Maneuver - - - - 721 - Stage 1 - - - - 932 - Stage 2 - - - - 850 - Approach EB WB NB HCM Control Delay, s 0 1.5 10.3 HCM LOS B Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 721 965 - - 1503 - HCM Lane V/C Ratio 0.106 0.017 - - 0.018 - HCM Control Delay (s) 10.6 8.8 - - 7.4 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0.4 0.1 - - 0.1 - Page 3
Willow Bend Traffic Impact Analysis Update APPENDIX D. SHORT RANGE TOTAL LOS WORKSHEETS Appendix D
HCM 2010 Signalized Intersection Summary Short Range Total AM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 120 170 100 20 135 20 150 5 35 35 5 230 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 130 185 109 22 147 22 163 5 38 38 5 250 Adj No. of Lanes 1 3 0 1 3 0 1 1 0 1 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 262 629 294 208 834 120 838 138 1046 1059 23 1143 Arrive On Green 0.19 0.19 0.19 0.19 0.19 0.19 0.73 0.73 0.73 0.73 0.73 0.73 Sat Flow, veh/h 1211 3390 1583 1081 4491 648 1120 187 1424 1358 31 1557 Grp Volume(v), veh/h 130 185 109 22 110 59 163 0 43 38 0 255 Grp Sat Flow(s),veh/h/ln 1211 1695 1583 1081 1695 1748 1120 0 1611 1358 0 1588 Q Serve(g_s), s 10.1 4.7 6.0 1.8 2.7 2.9 5.4 0.0 0.7 0.8 0.0 5.1 Cycle Q Clear(g_c), s 13.0 4.7 6.0 7.8 2.7 2.9 10.5 0.0 0.7 1.5 0.0 5.1 Prop In Lane 1.00 1.00 1.00 0.37 1.00 0.88 1.00 0.98 Lane Grp Cap(c), veh/h 262 629 294 208 629 325 838 0 1183 1059 0 1166 V/C Ratio(X) 0.50 0.29 0.37 0.11 0.17 0.18 0.19 0.00 0.04 0.04 0.00 0.22 Avail Cap(c_a), veh/h 716 1899 887 612 1899 979 838 0 1183 1059 0 1166 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 39.8 35.1 35.6 39.0 34.3 34.3 5.9 0.0 3.6 3.8 0.0 4.2 Incr Delay (d2), s/veh 1.4 0.3 0.8 0.2 0.1 0.3 0.5 0.0 0.1 0.1 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.5 2.2 2.7 0.6 1.3 1.4 1.8 0.0 0.3 0.3 0.0 2.3 LnGrp Delay(d),s/veh 41.3 35.3 36.4 39.3 34.4 34.6 6.4 0.0 3.7 3.9 0.0 4.6 LnGrp LOS D D D D C C A A A A Approach Vol, veh/h 424 191 206 293 Approach Delay, s/veh 37.4 35.0 5.8 4.5 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 77.4 22.6 77.4 22.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 36.0 56.0 36.0 56.0 Max Q Clear Time (g_c+i1), s 12.5 15.0 7.1 9.8 Green Ext Time (p_c), s 2.8 3.6 2.9 3.6 Intersection Summary HCM 2010 Ctrl Delay 22.5 HCM 2010 LOS C Page 1
HCM 2010 TWSC Short Range Total AM Peak Hour 1: Holly Street & 144th Ave 1/22/2015 Intersection Int Delay, s/veh 6 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 125 115 60 50 90 115 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 300 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 136 125 65 54 98 125 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 345 111 223 0-0 Stage 1 160 - - - - - Stage 2 185 - - - - - Critical Hdwy 6.08 7.13 5.34 - - - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 3.12 - - - Pot Cap-1 Maneuver 650 783 912 - - - Stage 1 792 - - - - - Stage 2 814 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 603 783 912 - - - Mov Cap-2 Maneuver 603 - - - - - Stage 1 792 - - - - - Stage 2 755 - - - - - Approach EB NB SB HCM Control Delay, s 11.6 5 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 912-603 783 - - HCM Lane V/C Ratio 0.072-0.225 0.16 - - HCM Control Delay (s) 9.3 0 12.7 10.5 - - HCM Lane LOS A A B B - - HCM 95th %tile Q(veh) 0.2-0.9 0.6 - - Page 1
HCM 2010 TWSC Short Range Total AM Peak Hour 2: Holly Street & 152nd Ave 1/22/2015 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 5 5 5 5 5 5 105 5 5 80 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 5 5 5 5 5 5 114 5 5 87 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 234 231 90 234 231 117 92 0 0 120 0 0 Stage 1 101 101-128 128 - - - - - - - Stage 2 133 130-106 103 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52-6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52-6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 721 669 968 721 669 935 1503 - - 1468 - - Stage 1 905 811-876 790 - - - - - - - Stage 2 870 789-900 810 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 708 664 968 708 664 935 1503 - - 1468 - - Mov Cap-2 Maneuver 708 664-708 664 - - - - - - - Stage 1 901 808-872 787 - - - - - - - Stage 2 856 786-885 807 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 9.8 9.9 0.3 0.4 HCM LOS A A Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1503 - - 759 752 1468 - - HCM Lane V/C Ratio 0.004 - - 0.021 0.022 0.004 - - HCM Control Delay (s) 7.4 0-9.8 9.9 7.5 0 - HCM Lane LOS A A - A A A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - - Page 2
HCM 2010 TWSC Short Range Total AM Peak Hour 10: Holly Street & Bradley Pkwy 1/22/2015 Intersection Int Delay, s/veh 4.6 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 20 90 60 95 85 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 0 0 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 22 98 65 103 92 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 329 49 98 0-0 Stage 1 95 - - - - - Stage 2 234 - - - - - Critical Hdwy 6.08 7.13 5.34 - - - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 3.12 - - - Pot Cap-1 Maneuver 663 856 1041 - - - Stage 1 864 - - - - - Stage 2 775 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 622 856 1041 - - - Mov Cap-2 Maneuver 622 - - - - - Stage 1 864 - - - - - Stage 2 727 - - - - - Approach EB NB SB HCM Control Delay, s 9.9 3.4 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1041-622 856 - - HCM Lane V/C Ratio 0.063-0.035 0.114 - - HCM Control Delay (s) 8.7-11 9.7 - - HCM Lane LOS A - B A - - HCM 95th %tile Q(veh) 0.2-0.1 0.4 - - Page 4
HCM 2010 TWSC Short Range Total AM Peak Hour 12: Holly Street & 146th Ave 1/22/2015 Intersection Int Delay, s/veh 1.3 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 35 20 155 170 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 - 0 200 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 38 22 168 185 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 400 95 190 0-0 Stage 1 188 - - - - - Stage 2 212 - - - - - Critical Hdwy 6.08 7.13 5.34 - - - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 3.12 - - - Pot Cap-1 Maneuver 608 801 944 - - - Stage 1 763 - - - - - Stage 2 792 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 594 801 944 - - - Mov Cap-2 Maneuver 594 - - - - - Stage 1 763 - - - - - Stage 2 774 - - - - - Approach EB NB SB HCM Control Delay, s 9.7 1 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 944-801 - - HCM Lane V/C Ratio 0.023-0.047 - - HCM Control Delay (s) 8.9-9.7 - - HCM Lane LOS A - A - - HCM 95th %tile Q(veh) 0.1-0.1 - - Page 5
HCM 2010 TWSC Short Range Total AM Peak Hour 14: Fairfax Dr & Bradley Pkwy 1/30/2015 Intersection Int Delay, s/veh 6.5 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 25 5 55 10 5 85 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 27 5 60 11 5 92 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 33 0 160 30 Stage 1 - - - - 30 - Stage 2 - - - - 130 - 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 - - 1579-831 1044 Stage 1 - - - - 993 - Stage 2 - - - - 896 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1579-799 1044 Mov Cap-2 Maneuver - - - - 799 - Stage 1 - - - - 993 - Stage 2 - - - - 862 - Approach EB WB NB HCM Control Delay, s 0 6.2 8.8 HCM LOS A Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 799 1044 - - 1579 - HCM Lane V/C Ratio 0.007 0.088 - - 0.038 - HCM Control Delay (s) 9.5 8.8 - - 7.4 - HCM Lane LOS A A - - A - HCM 95th %tile Q(veh) 0 0.3 - - 0.1 - Page 1
HCM 2010 TWSC Short Range Total AM Peak Hour 15: West Access & Bradley Pkwy 1/22/2015 Intersection Int Delay, s/veh 5.9 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 5 5 10 5 5 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 - - 0-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 5 11 5 5 27 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 11 0 35 8 Stage 1 - - - - 8 - Stage 2 - - - - 27 - 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 - - 1608-978 1074 Stage 1 - - - - 1015 - Stage 2 - - - - 996 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1608-971 1074 Mov Cap-2 Maneuver - - - - 971 - Stage 1 - - - - 1015 - Stage 2 - - - - 989 - Approach EB WB NB HCM Control Delay, s 0 4.8 8.5 HCM LOS A Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 971 1074 - - 1608 - HCM Lane V/C Ratio 0.006 0.025 - - 0.007 - HCM Control Delay (s) 8.7 8.4 - - 7.3 - HCM Lane LOS A A - - A - HCM 95th %tile Q(veh) 0 0.1 - - 0 - Page 7
HCM 2010 Signalized Intersection Summary Short Range Total PM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 220 145 120 25 135 80 70 5 15 20 5 160 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 239 158 130 27 147 87 76 5 16 22 5 174 Adj No. of Lanes 1 3 0 1 3 0 1 1 0 1 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 370 1023 478 332 1023 478 756 242 774 922 27 956 Arrive On Green 0.30 0.30 0.30 0.30 0.30 0.30 0.62 0.62 0.62 0.62 0.62 0.62 Sat Flow, veh/h 1142 3390 1583 1087 3390 1583 1200 391 1251 1385 44 1546 Grp Volume(v), veh/h 239 158 130 27 147 87 76 0 21 22 0 179 Grp Sat Flow(s),veh/h/ln 1142 1695 1583 1087 1695 1583 1200 0 1642 1385 0 1590 Q Serve(g_s), s 19.6 3.4 6.2 1.9 3.2 4.1 2.9 0.0 0.5 0.6 0.0 4.8 Cycle Q Clear(g_c), s 23.6 3.4 6.2 8.2 3.2 4.1 7.7 0.0 0.5 1.1 0.0 4.8 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.76 1.00 0.97 Lane Grp Cap(c), veh/h 370 1023 478 332 1023 478 756 0 1015 922 0 983 V/C Ratio(X) 0.65 0.15 0.27 0.08 0.14 0.18 0.10 0.00 0.02 0.02 0.00 0.18 Avail Cap(c_a), veh/h 665 1899 887 613 1899 887 756 0 1015 922 0 983 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 34.5 25.6 26.6 29.7 25.5 25.8 9.9 0.0 7.4 7.6 0.0 8.2 Incr Delay (d2), s/veh 1.9 0.1 0.3 0.1 0.1 0.2 0.3 0.0 0.0 0.0 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.4 1.6 2.8 0.6 1.5 1.8 1.0 0.0 0.2 0.3 0.0 2.2 LnGrp Delay(d),s/veh 36.4 25.6 26.9 29.8 25.6 26.0 10.1 0.0 7.4 7.6 0.0 8.6 LnGrp LOS D C C C C C B A A A Approach Vol, veh/h 527 261 97 201 Approach Delay, s/veh 30.8 26.1 9.5 8.5 Approach LOS C C A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 2 4 6 8 Phs Duration (G+Y+Rc), s 65.8 34.2 65.8 34.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 36.0 56.0 36.0 56.0 Max Q Clear Time (g_c+i1), s 9.7 25.6 6.8 10.2 Green Ext Time (p_c), s 1.6 4.5 1.6 4.7 Intersection Summary HCM 2010 Ctrl Delay 23.7 HCM 2010 LOS C Page 1
HCM 2010 TWSC Short Range Total PM Peak Hour 1: Holly Street & 144th Ave 1/22/2015 Intersection Int Delay, s/veh 5.5 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 120 60 80 105 65 110 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 300 0 - - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 130 65 87 114 71 120 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 418 95 190 0-0 Stage 1 130 - - - - - Stage 2 288 - - - - - Critical Hdwy 6.08 7.13 5.34 - - - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 3.12 - - - Pot Cap-1 Maneuver 595 801 944 - - - Stage 1 825 - - - - - Stage 2 733 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 537 801 944 - - - Mov Cap-2 Maneuver 537 - - - - - Stage 1 825 - - - - - Stage 2 661 - - - - - Approach EB NB SB HCM Control Delay, s 12.5 4 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 944-537 801 - - HCM Lane V/C Ratio 0.092-0.243 0.081 - - HCM Control Delay (s) 9.2 0 13.8 9.9 - - HCM Lane LOS A A B A - - HCM 95th %tile Q(veh) 0.3-0.9 0.3 - - Page 1
HCM 2010 TWSC Short Range Total PM Peak Hour 2: Holly Street & 152nd Ave 1/22/2015 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 5 5 5 5 5 5 100 5 5 100 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length - - - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 5 5 5 5 5 5 109 5 5 109 5 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 250 247 111 250 247 111 114 0 0 114 0 0 Stage 1 122 122-122 122 - - - - - - - Stage 2 128 125-128 125 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52-6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52-6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 703 655 942 703 655 942 1475 - - 1475 - - Stage 1 882 795-882 795 - - - - - - - Stage 2 876 792-876 792 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 690 650 942 690 650 942 1475 - - 1475 - - Mov Cap-2 Maneuver 690 650-690 650 - - - - - - - Stage 1 878 792-878 792 - - - - - - - Stage 2 862 789-862 789 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 10 10 0.3 0.3 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h) 1475 - - 741 741 1475 - - HCM Lane V/C Ratio 0.004 - - 0.022 0.022 0.004 - - HCM Control Delay (s) 7.5 0-10 10 7.5 0 - HCM Lane LOS A A - B B A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0 - - Page 2
HCM 2010 TWSC Short Range Total PM Peak Hour 10: Holly Street & Bradley Pkwy 1/22/2015 Intersection Int Delay, s/veh 4.2 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 15 60 90 95 95 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 0 0 - - - Veh in Median Storage, # 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 16 65 98 103 103 16 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 410 60 120 0-0 Stage 1 111 - - - - - Stage 2 299 - - - - - Critical Hdwy 6.08 7.13 5.34 - - - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 3.12 - - - Pot Cap-1 Maneuver 601 843 1017 - - - Stage 1 846 - - - - - Stage 2 725 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 543 843 1017 - - - Mov Cap-2 Maneuver 543 - - - - - Stage 1 846 - - - - - Stage 2 655 - - - - - Approach EB NB SB HCM Control Delay, s 10 4.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 EBLn2 SBT SBR Capacity (veh/h) 1017-543 843 - - HCM Lane V/C Ratio 0.096-0.03 0.077 - - HCM Control Delay (s) 8.9-11.8 9.6 - - HCM Lane LOS A - B A - - HCM 95th %tile Q(veh) 0.3-0.1 0.3 - - Page 4
HCM 2010 TWSC Short Range Total PM Peak Hour 12: Holly Street & 146th Ave 1/22/2015 Intersection Int Delay, s/veh 1.5 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 25 40 185 150 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 - 0 200 - - - Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 27 43 201 163 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 454 84 168 0-0 Stage 1 166 - - - - - Stage 2 288 - - - - - Critical Hdwy 6.08 7.13 5.34 - - - Critical Hdwy Stg 1 6.63 - - - - - Critical Hdwy Stg 2 5.43 - - - - - Follow-up Hdwy 3.669 3.919 3.12 - - - Pot Cap-1 Maneuver 569 814 966 - - - Stage 1 786 - - - - - Stage 2 733 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 544 814 966 - - - Mov Cap-2 Maneuver 544 - - - - - Stage 1 786 - - - - - Stage 2 700 - - - - - Approach EB NB SB HCM Control Delay, s 9.6 1.6 0 HCM LOS A Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 966-814 - - HCM Lane V/C Ratio 0.045-0.033 - - HCM Control Delay (s) 8.9-9.6 - - HCM Lane LOS A - A - - HCM 95th %tile Q(veh) 0.1-0.1 - - Page 5
HCM 2010 TWSC Short Range Total PM Peak Hour 14: Fairfax Dr & Bradley Pkwy 1/30/2015 Intersection Int Delay, s/veh 6.1 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 15 5 80 25 5 60 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 16 5 87 27 5 65 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 22 0 220 19 Stage 1 - - - - 19 - Stage 2 - - - - 201 - 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 - - 1593-768 1059 Stage 1 - - - - 1004 - Stage 2 - - - - 833 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1593-726 1059 Mov Cap-2 Maneuver - - - - 726 - Stage 1 - - - - 1004 - Stage 2 - - - - 788 - Approach EB WB NB HCM Control Delay, s 0 5.6 8.7 HCM LOS A Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 726 1059 - - 1593 - HCM Lane V/C Ratio 0.007 0.062 - - 0.055 - HCM Control Delay (s) 10 8.6 - - 7.4 - HCM Lane LOS B A - - A - HCM 95th %tile Q(veh) 0 0.2 - - 0.2 - Page 1
HCM 2010 TWSC Short Range Total PM Peak Hour 15: West Access & Bradley Pkwy 1/22/2015 Intersection Int Delay, s/veh 5.9 Movement EBT EBR WBL WBT NBL NBR Vol, veh/h 5 5 25 5 5 15 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - 0-0 0 Veh in Median Storage, # 0 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 5 5 27 5 5 16 Major/Minor Major1 Major2 Minor1 Conflicting Flow All 0 0 11 0 68 8 Stage 1 - - - - 8 - Stage 2 - - - - 60 - 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 - - 1608-937 1074 Stage 1 - - - - 1015 - Stage 2 - - - - 963 - Platoon blocked, % - - - Mov Cap-1 Maneuver - - 1608-921 1074 Mov Cap-2 Maneuver - - - - 921 - Stage 1 - - - - 1015 - Stage 2 - - - - 947 - Approach EB WB NB HCM Control Delay, s 0 6.1 8.5 HCM LOS A Minor Lane/Major Mvmt NBLn1 NBLn2 EBT EBR WBL WBT Capacity (veh/h) 921 1074 - - 1608 - HCM Lane V/C Ratio 0.006 0.015 - - 0.017 - HCM Control Delay (s) 8.9 8.4 - - 7.3 - HCM Lane LOS A A - - A - HCM 95th %tile Q(veh) 0 0 - - 0.1 - Page 7
Willow Bend Traffic Impact Analysis Update APPENDIX E. LONG RANGE BACKGROUND LOS WORKSHEETS Appendix E
HCM 2010 Signalized Intersection Summary Long Range Background AM Peak Hour 1: Holly Street & 144th Ave 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 505 50 345 20 15 10 125 195 15 40 565 315 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 549 54 375 22 16 11 136 212 16 43 614 342 Adj No. of Lanes 2 2 1 1 2 1 2 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 610 942 421 32 379 169 201 2536 188 54 1686 788 Arrive On Green 0.18 0.27 0.27 0.02 0.11 0.11 0.06 0.53 0.53 0.06 0.99 0.99 Sat Flow, veh/h 3442 3539 1583 1774 3539 1583 3442 4831 358 1774 3390 1583 Grp Volume(v), veh/h 549 54 375 22 16 11 136 148 80 43 614 342 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1774 1770 1583 1721 1695 1799 1774 1695 1583 Q Serve(g_s), s 15.6 1.1 22.8 1.2 0.4 0.6 3.9 2.2 2.2 2.4 0.1 0.2 Cycle Q Clear(g_c), s 15.6 1.1 22.8 1.2 0.4 0.6 3.9 2.2 2.2 2.4 0.1 0.2 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.20 1.00 1.00 Lane Grp Cap(c), veh/h 610 942 421 32 379 169 201 1780 945 54 1686 788 V/C Ratio(X) 0.90 0.06 0.89 0.68 0.04 0.06 0.68 0.08 0.09 0.79 0.36 0.43 Avail Cap(c_a), veh/h 619 1380 617 71 885 396 275 1780 945 106 1686 788 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 0.68 0.68 0.68 1.00 1.00 1.00 1.00 1.00 1.00 0.97 0.97 0.97 Uniform Delay (d), s/veh 40.3 27.4 35.3 48.8 40.1 40.2 46.2 11.8 11.8 46.6 0.1 0.1 Incr Delay (d2), s/veh 11.7 0.0 7.8 21.9 0.0 0.2 4.0 0.1 0.2 21.3 0.6 1.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.4 0.6 10.8 0.8 0.2 0.3 2.0 1.0 1.1 1.5 0.2 0.4 LnGrp Delay(d),s/veh 51.9 27.4 43.1 70.7 40.1 40.3 50.1 11.9 12.0 68.0 0.7 1.8 LnGrp LOS D C D E D D D B B E A A Approach Vol, veh/h 978 49 364 999 Approach Delay, s/veh 47.2 53.9 26.2 4.0 Approach LOS D D C A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.1 56.5 5.8 30.6 9.8 53.7 21.7 14.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 35.0 4.0 39.0 8.0 33.0 18.0 25.0 Max Q Clear Time (g_c+i1), s 4.4 4.2 3.2 24.8 5.9 2.2 17.6 2.6 Green Ext Time (p_c), s 0.0 5.9 0.0 1.8 0.1 5.9 0.1 2.1 Intersection Summary HCM 2010 Ctrl Delay 26.1 HCM 2010 LOS C Notes User approved pedestrian interval to be less than phase max green. Page 1
HCM 2010 Signalized Intersection Summary Long Range Background AM Peak Hour 2: Holly Street & 152nd Ave 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 75 15 240 40 15 5 290 350 15 10 485 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 82 16 261 43 16 5 315 380 16 11 527 114 Adj No. of Lanes 1 2 1 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 383 663 296 301 439 131 616 3075 129 597 2164 458 Arrive On Green 0.05 0.19 0.19 0.03 0.16 0.16 0.22 1.00 1.00 0.01 0.51 0.51 Sat Flow, veh/h 1774 3539 1583 1774 2690 801 1774 5007 209 1774 4206 890 Grp Volume(v), veh/h 82 16 261 43 10 11 315 256 140 11 423 218 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1721 1774 1695 1826 1774 1695 1706 Q Serve(g_s), s 3.8 0.4 16.0 2.0 0.5 0.5 8.6 0.0 0.0 0.3 6.9 7.1 Cycle Q Clear(g_c), s 3.8 0.4 16.0 2.0 0.5 0.5 8.6 0.0 0.0 0.3 6.9 7.1 Prop In Lane 1.00 1.00 1.00 0.47 1.00 0.11 1.00 0.52 Lane Grp Cap(c), veh/h 383 663 296 301 289 281 616 2082 1121 597 1744 878 V/C Ratio(X) 0.21 0.02 0.88 0.14 0.04 0.04 0.51 0.12 0.12 0.02 0.24 0.25 Avail Cap(c_a), veh/h 397 920 412 358 460 448 704 2082 1121 649 1744 878 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.0 33.2 39.6 33.5 35.2 35.2 7.4 0.0 0.0 11.3 13.5 13.5 Incr Delay (d2), s/veh 0.3 0.0 14.9 0.2 0.0 0.1 0.7 0.1 0.2 0.0 0.3 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 0.2 8.2 1.0 0.2 0.3 4.0 0.0 0.1 0.1 3.3 3.5 LnGrp Delay(d),s/veh 32.2 33.2 54.5 33.7 35.3 35.3 8.1 0.1 0.2 11.4 13.8 14.2 LnGrp LOS C C D C D D A A A B B B Approach Vol, veh/h 359 64 711 652 Approach Delay, s/veh 48.5 34.2 3.7 13.9 Approach LOS D C A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.1 65.4 6.8 22.7 15.0 55.5 9.2 20.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 48.0 6.0 26.0 16.0 36.0 6.0 26.0 Max Q Clear Time (g_c+i1), s 2.3 2.0 4.0 18.0 10.6 9.1 5.8 2.5 Green Ext Time (p_c), s 0.0 4.9 0.0 0.7 0.5 4.7 0.0 1.1 Intersection Summary HCM 2010 Ctrl Delay 17.5 HCM 2010 LOS B Page 2
HCM 2010 Signalized Intersection Summary Long Range Background AM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 45 840 100 20 425 10 150 5 35 25 5 50 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 49 913 109 22 462 11 163 5 38 27 5 54 Adj No. of Lanes 1 3 0 1 3 0 1 1 0 1 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 326 1389 165 175 1482 35 767 94 711 734 63 676 Arrive On Green 0.03 0.30 0.30 0.02 0.29 0.29 0.06 0.50 0.50 0.02 0.46 0.46 Sat Flow, veh/h 1774 4608 548 1774 5110 121 1774 187 1424 1774 136 1468 Grp Volume(v), veh/h 49 671 351 22 306 167 163 0 43 27 0 59 Grp Sat Flow(s),veh/h/ln 1774 1695 1766 1774 1695 1841 1774 0 1611 1774 0 1604 Q Serve(g_s), s 1.9 17.2 17.3 0.9 7.0 7.1 4.7 0.0 1.4 0.8 0.0 2.1 Cycle Q Clear(g_c), s 1.9 17.2 17.3 0.9 7.0 7.1 4.7 0.0 1.4 0.8 0.0 2.1 Prop In Lane 1.00 0.31 1.00 0.07 1.00 0.88 1.00 0.92 Lane Grp Cap(c), veh/h 326 1022 532 175 983 534 767 0 804 734 0 738 V/C Ratio(X) 0.15 0.66 0.66 0.13 0.31 0.31 0.21 0.00 0.05 0.04 0.00 0.08 Avail Cap(c_a), veh/h 379 1559 812 249 1559 847 767 0 804 803 0 738 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.93 0.93 0.93 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 24.1 30.4 30.5 25.6 27.7 27.7 11.8 0.0 12.9 13.7 0.0 15.1 Incr Delay (d2), s/veh 0.2 0.7 1.4 0.3 0.2 0.3 0.6 0.0 0.1 0.0 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.0 8.1 8.6 0.4 3.3 3.6 2.4 0.0 0.6 0.4 0.0 1.0 LnGrp Delay(d),s/veh 24.3 31.1 31.9 25.9 27.9 28.0 12.4 0.0 13.0 13.7 0.0 15.3 LnGrp LOS C C C C C C B B B B Approach Vol, veh/h 1071 495 206 86 Approach Delay, s/veh 31.1 27.8 12.5 14.8 Approach LOS C C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.1 53.9 5.8 34.1 10.0 50.0 7.0 33.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 26.0 6.0 46.0 6.0 26.0 6.0 46.0 Max Q Clear Time (g_c+i1), s 2.8 3.4 2.9 19.3 6.7 4.1 3.9 9.1 Green Ext Time (p_c), s 0.0 0.5 0.0 10.8 0.0 0.5 0.0 12.1 Intersection Summary HCM 2010 Ctrl Delay 27.4 HCM 2010 LOS C Page 1
HCM 2010 Signalized Intersection Summary Long Range Background AM Peak Hour 10: Holly Street & Bradley Pkwy 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 15 10 60 110 15 10 45 630 35 5 750 10 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 16 11 65 120 16 11 49 685 38 5 815 11 Adj No. of Lanes 1 2 0 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 183 110 99 241 267 165 567 3421 189 568 3459 47 Arrive On Green 0.01 0.06 0.06 0.08 0.13 0.13 0.06 1.00 1.00 0.01 1.00 1.00 Sat Flow, veh/h 1774 1770 1583 1774 2100 1302 1774 4932 272 1774 5171 70 Grp Volume(v), veh/h 16 11 65 120 13 14 49 470 253 5 534 292 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1633 1774 1695 1815 1774 1695 1850 Q Serve(g_s), s 0.8 0.6 4.0 6.1 0.7 0.7 0.8 0.0 0.0 0.1 0.0 0.0 Cycle Q Clear(g_c), s 0.8 0.6 4.0 6.1 0.7 0.7 0.8 0.0 0.0 0.1 0.0 0.0 Prop In Lane 1.00 1.00 1.00 0.80 1.00 0.15 1.00 0.04 Lane Grp Cap(c), veh/h 183 110 99 241 225 207 567 2351 1259 568 2268 1238 V/C Ratio(X) 0.09 0.10 0.66 0.50 0.06 0.07 0.09 0.20 0.20 0.01 0.24 0.24 Avail Cap(c_a), veh/h 264 425 380 332 549 506 620 2351 1259 665 2268 1238 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.71 0.71 0.71 0.95 0.95 0.95 Uniform Delay (d), s/veh 43.0 44.2 45.8 37.9 38.4 38.4 4.4 0.0 0.0 5.3 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.4 7.3 1.6 0.1 0.1 0.0 0.1 0.3 0.0 0.2 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.3 2.0 3.1 0.3 0.3 0.4 0.0 0.1 0.0 0.1 0.1 LnGrp Delay(d),s/veh 43.2 44.6 53.1 39.5 38.5 38.6 4.4 0.1 0.3 5.3 0.2 0.4 LnGrp LOS D D D D D D A A A A A A Approach Vol, veh/h 92 147 772 831 Approach Delay, s/veh 50.4 39.3 0.4 0.3 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 4.5 73.4 11.9 10.2 7.0 70.9 5.4 16.7 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 41.0 13.0 24.0 6.0 41.0 6.0 31.0 Max Q Clear Time (g_c+i1), s 2.1 2.0 8.1 6.0 2.8 2.0 2.8 2.7 Green Ext Time (p_c), s 0.0 12.6 0.1 0.4 0.0 12.6 0.0 0.6 Intersection Summary HCM 2010 Ctrl Delay 6.0 HCM 2010 LOS A Page 4
HCM 2010 TWSC Long Range Background AM Peak Hour 14: Fairfax Dr & Bradley Pkwy 1/30/2015 Intersection Int Delay, s/veh 8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 70 40 5 5 20 40 5 60 5 45 75 85 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 0 - - 0 - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 76 43 5 5 22 43 5 65 5 49 82 92 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 65 0 0 49 0 0 261 274 24 261 255 33 Stage 1 - - - - - - 198 198-54 54 - Stage 2 - - - - - - 63 76-207 201 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54-6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54-6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1535 - - 1556 - - 671 632 1047 671 648 1033 Stage 1 - - - - - - 785 736-952 849 - Stage 2 - - - - - - 941 831-776 734 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1535 - - 1556 - - 527 599 1047 588 614 1033 Mov Cap-2 Maneuver - - - - - - 527 599-588 614 - Stage 1 - - - - - - 746 700-905 846 - Stage 2 - - - - - - 772 828-665 698 - Approach EB WB NB SB HCM Control Delay, s 4.5 0.6 11.6 11.1 HCM LOS B B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 527 619 1535 - - 1556 - - 588 783 HCM Lane V/C Ratio 0.01 0.114 0.05 - - 0.003 - - 0.083 0.222 HCM Control Delay (s) 11.9 11.6 7.5 - - 7.3 - - 11.7 10.9 HCM Lane LOS B B A - - A - - B B HCM 95th %tile Q(veh) 0 0.4 0.2 - - 0 - - 0.3 0.8 Page 1
HCM 2010 Signalized Intersection Summary Long Range Background PM Peak Hour 1: Holly Street & 144th Ave 1/23/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 345 25 130 35 30 40 320 540 35 35 650 335 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 375 27 141 38 33 43 348 587 38 38 707 364 Adj No. of Lanes 2 2 1 1 2 1 2 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 464 572 256 48 191 85 435 3049 196 48 1780 831 Arrive On Green 0.13 0.16 0.16 0.03 0.05 0.05 0.13 0.62 0.62 0.05 1.00 1.00 Sat Flow, veh/h 3442 3539 1583 1774 3539 1583 3442 4884 314 1774 3390 1583 Grp Volume(v), veh/h 375 27 141 38 33 43 348 406 219 38 707 364 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1774 1770 1583 1721 1695 1807 1774 1695 1583 Q Serve(g_s), s 10.6 0.6 8.2 2.1 0.9 2.6 9.8 5.1 5.2 2.1 0.0 0.0 Cycle Q Clear(g_c), s 10.6 0.6 8.2 2.1 0.9 2.6 9.8 5.1 5.2 2.1 0.0 0.0 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.17 1.00 1.00 Lane Grp Cap(c), veh/h 464 572 256 48 191 85 435 2117 1129 48 1780 831 V/C Ratio(X) 0.81 0.05 0.55 0.79 0.17 0.50 0.80 0.19 0.19 0.80 0.40 0.44 Avail Cap(c_a), veh/h 654 1026 459 106 566 253 619 2117 1129 106 1780 831 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 0.89 0.89 0.89 1.00 1.00 1.00 1.00 1.00 1.00 0.96 0.96 0.96 Uniform Delay (d), s/veh 42.0 35.4 38.6 48.4 45.2 46.0 42.5 8.0 8.0 47.0 0.0 0.0 Incr Delay (d2), s/veh 4.6 0.0 1.6 24.7 0.4 4.5 4.9 0.2 0.4 24.3 0.6 1.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.3 0.3 3.7 1.4 0.4 1.3 5.0 2.4 2.7 1.4 0.2 0.4 LnGrp Delay(d),s/veh 46.6 35.4 40.2 73.1 45.6 50.6 47.4 8.2 8.4 71.3 0.6 1.6 LnGrp LOS D D D E D D D A A E A A Approach Vol, veh/h 543 114 973 1109 Approach Delay, s/veh 44.4 56.6 22.3 3.4 Approach LOS D E C A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.7 66.4 6.7 20.2 16.6 56.5 17.5 9.4 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 43.0 6.0 29.0 18.0 31.0 19.0 16.0 Max Q Clear Time (g_c+i1), s 4.1 7.2 4.1 10.2 11.8 2.0 12.6 4.6 Green Ext Time (p_c), s 0.0 9.6 0.0 0.9 0.8 9.1 0.9 0.7 Intersection Summary HCM 2010 Ctrl Delay 20.4 HCM 2010 LOS C Notes User approved pedestrian interval to be less than phase max green. Page 1
HCM 2010 Signalized Intersection Summary Long Range Background PM Peak Hour 2: Holly Street & 152nd Ave 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 135 25 315 30 20 5 295 365 55 15 550 85 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 147 27 342 33 22 5 321 397 60 16 598 92 Adj No. of Lanes 1 2 1 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 447 840 376 318 581 127 567 2525 373 523 2036 309 Arrive On Green 0.06 0.24 0.24 0.02 0.20 0.20 0.24 1.00 1.00 0.01 0.46 0.46 Sat Flow, veh/h 1774 3539 1583 1774 2887 633 1774 4475 661 1774 4457 676 Grp Volume(v), veh/h 147 27 342 33 13 14 321 299 158 16 453 237 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1751 1774 1695 1746 1774 1695 1743 Q Serve(g_s), s 6.0 0.6 21.0 1.5 0.6 0.6 9.8 0.0 0.0 0.5 8.4 8.6 Cycle Q Clear(g_c), s 6.0 0.6 21.0 1.5 0.6 0.6 9.8 0.0 0.0 0.5 8.4 8.6 Prop In Lane 1.00 1.00 1.00 0.36 1.00 0.38 1.00 0.39 Lane Grp Cap(c), veh/h 447 840 376 318 356 352 567 1913 985 523 1549 796 V/C Ratio(X) 0.33 0.03 0.91 0.10 0.04 0.04 0.57 0.16 0.16 0.03 0.29 0.30 Avail Cap(c_a), veh/h 447 991 443 382 495 490 634 1913 985 568 1549 796 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 1.00 1.00 1.00 Uniform Delay (d), s/veh 28.7 29.3 37.1 30.6 32.1 32.2 9.4 0.0 0.0 14.1 17.0 17.1 Incr Delay (d2), s/veh 0.4 0.0 20.6 0.1 0.0 0.0 0.9 0.2 0.3 0.0 0.5 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.3 11.3 0.7 0.3 0.3 4.8 0.0 0.1 0.2 4.0 4.3 LnGrp Delay(d),s/veh 29.1 29.3 57.7 30.7 32.2 32.2 10.3 0.2 0.3 14.1 17.5 18.0 LnGrp LOS C C E C C C B A A B B B Approach Vol, veh/h 516 60 778 706 Approach Delay, s/veh 48.1 31.4 4.4 17.6 Approach LOS D C A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.4 60.4 6.4 27.7 16.2 49.7 10.0 24.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 46.0 6.0 28.0 16.0 34.0 6.0 28.0 Max Q Clear Time (g_c+i1), s 2.5 2.0 3.5 23.0 11.8 10.6 8.0 2.6 Green Ext Time (p_c), s 0.0 5.6 0.0 0.7 0.4 5.1 0.0 1.5 Intersection Summary HCM 2010 Ctrl Delay 20.6 HCM 2010 LOS C Page 2
HCM 2010 Signalized Intersection Summary Long Range Background PM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 80 455 120 25 635 25 70 5 15 30 5 75 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 87 495 130 27 690 27 76 5 16 33 5 82 Adj No. of Lanes 1 3 0 1 3 0 1 1 0 1 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 233 1008 258 222 1096 43 853 213 682 654 36 586 Arrive On Green 0.05 0.25 0.25 0.02 0.22 0.22 0.18 0.55 0.55 0.02 0.39 0.39 Sat Flow, veh/h 1774 4039 1032 1774 5022 196 1774 391 1251 1774 92 1505 Grp Volume(v), veh/h 87 413 212 27 465 252 76 0 21 33 0 87 Grp Sat Flow(s),veh/h/ln 1774 1695 1681 1774 1695 1828 1774 0 1642 1774 0 1597 Q Serve(g_s), s 3.7 10.4 10.8 1.2 12.4 12.5 1.8 0.0 0.6 1.1 0.0 3.5 Cycle Q Clear(g_c), s 3.7 10.4 10.8 1.2 12.4 12.5 1.8 0.0 0.6 1.1 0.0 3.5 Prop In Lane 1.00 0.61 1.00 0.11 1.00 0.76 1.00 0.94 Lane Grp Cap(c), veh/h 233 846 420 222 740 399 853 0 895 654 0 622 V/C Ratio(X) 0.37 0.49 0.50 0.12 0.63 0.63 0.09 0.00 0.02 0.05 0.00 0.14 Avail Cap(c_a), veh/h 335 1187 588 291 1017 548 853 0 895 718 0 622 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.75 0.75 0.75 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.1 32.1 32.2 29.7 35.4 35.4 9.0 0.0 10.5 17.5 0.0 19.7 Incr Delay (d2), s/veh 1.0 0.4 0.9 0.2 0.7 1.2 0.2 0.0 0.0 0.0 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 4.9 5.1 0.6 5.9 6.4 0.9 0.0 0.3 0.5 0.0 1.6 LnGrp Delay(d),s/veh 29.1 32.5 33.1 29.9 36.1 36.7 9.2 0.0 10.5 17.6 0.0 20.2 LnGrp LOS C C C C D D A B B C Approach Vol, veh/h 712 744 97 120 Approach Delay, s/veh 32.3 36.1 9.5 19.5 Approach LOS C D A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.4 58.5 6.1 29.0 22.0 42.9 9.3 25.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 37.0 6.0 35.0 18.0 25.0 11.0 30.0 Max Q Clear Time (g_c+i1), s 3.1 2.6 3.2 12.8 3.8 5.5 5.7 14.5 Green Ext Time (p_c), s 0.0 0.7 0.0 8.8 0.1 0.5 0.1 7.3 Intersection Summary HCM 2010 Ctrl Delay 31.7 HCM 2010 LOS C Page 1
HCM 2010 Signalized Intersection Summary Long Range Background PM Peak Hour 10: Holly Street & Bradley Pkwy 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 15 10 90 70 10 5 105 695 125 10 860 26 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 16 11 98 76 11 5 114 755 136 11 935 28 Adj No. of Lanes 1 2 0 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 215 149 133 194 294 125 528 3011 538 504 3375 101 Arrive On Green 0.01 0.08 0.08 0.05 0.12 0.12 0.08 1.00 1.00 0.02 1.00 1.00 Sat Flow, veh/h 1774 1770 1583 1774 2425 1026 1774 4341 775 1774 5074 152 Grp Volume(v), veh/h 16 11 98 76 8 8 114 588 303 11 624 339 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1682 1774 1695 1726 1774 1695 1836 Q Serve(g_s), s 0.8 0.6 6.0 3.8 0.4 0.4 2.0 0.0 0.0 0.2 0.0 0.0 Cycle Q Clear(g_c), s 0.8 0.6 6.0 3.8 0.4 0.4 2.0 0.0 0.0 0.2 0.0 0.0 Prop In Lane 1.00 1.00 1.00 0.61 1.00 0.45 1.00 0.08 Lane Grp Cap(c), veh/h 215 149 133 194 215 204 528 2352 1197 504 2255 1221 V/C Ratio(X) 0.07 0.07 0.73 0.39 0.04 0.04 0.22 0.25 0.25 0.02 0.28 0.28 Avail Cap(c_a), veh/h 296 425 380 333 549 521 565 2352 1197 592 2255 1221 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.93 0.93 0.93 0.93 0.93 0.93 Uniform Delay (d), s/veh 41.0 42.2 44.7 37.8 38.8 38.8 4.2 0.0 0.0 5.2 0.0 0.0 Incr Delay (d2), s/veh 0.1 0.2 7.6 1.3 0.1 0.1 0.2 0.2 0.5 0.0 0.3 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.4 0.3 2.9 1.9 0.2 0.2 0.9 0.1 0.2 0.1 0.1 0.2 LnGrp Delay(d),s/veh 41.1 42.4 52.3 39.1 38.8 38.9 4.4 0.2 0.5 5.3 0.3 0.5 LnGrp LOS D D D D D D A A A A A A Approach Vol, veh/h 125 92 1005 974 Approach Delay, s/veh 50.0 39.0 0.8 0.4 Approach LOS D D A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.1 73.4 9.2 12.4 7.9 70.5 5.4 16.1 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 41.0 13.0 24.0 6.0 41.0 6.0 31.0 Max Q Clear Time (g_c+i1), s 2.2 2.0 5.8 8.0 4.0 2.0 2.8 2.4 Green Ext Time (p_c), s 0.0 16.5 0.1 0.6 0.0 16.5 0.0 0.7 Intersection Summary HCM 2010 Ctrl Delay 5.0 HCM 2010 LOS A Page 4
HCM 2010 TWSC Long Range Background PM Peak Hour 14: Fairfax Dr & Bradley Pkwy 1/30/2015 Intersection Int Delay, s/veh 10.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 130 45 5 5 60 80 5 115 5 70 105 115 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 100 - - 100 - - 100 - - 100 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 141 49 5 5 65 87 5 125 5 76 114 125 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 152 0 0 54 0 0 435 497 27 490 457 76 Stage 1 - - - - - - 334 334-120 120 - Stage 2 - - - - - - 101 163-370 337 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54-6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54-6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1426 - - 1549 - - 505 473 1042 461 498 970 Stage 1 - - - - - - 653 642-872 796 - Stage 2 - - - - - - 894 762-622 640 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1426 - - 1549 - - 327 425 1042 328 447 970 Mov Cap-2 Maneuver - - - - - - 327 425-328 447 - Stage 1 - - - - - - 588 579-786 793 - Stage 2 - - - - - - 665 760-437 577 - Approach EB WB NB SB HCM Control Delay, s 5.6 0.3 16.7 15.6 HCM LOS C C Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 327 436 1426 - - 1549 - - 328 622 HCM Lane V/C Ratio 0.017 0.299 0.099 - - 0.004 - - 0.232 0.384 HCM Control Delay (s) 16.2 16.7 7.8 - - 7.3 - - 19.3 14.4 HCM Lane LOS C C A - - A - - C B HCM 95th %tile Q(veh) 0.1 1.2 0.3 - - 0 - - 0.9 1.8 Page 1
Willow Bend Traffic Impact Analysis Update APPENDIX F. LONG RANGE TOTAL LOS WORKSHEETS Appendix F
HCM 2010 Signalized Intersection Summary Long Range Total AM Peak Hour 1: Holly Street & 144th Ave 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 535 70 375 20 25 25 140 225 15 40 620 360 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 582 76 408 22 27 27 152 245 16 43 674 391 Adj No. of Lanes 2 2 1 1 2 1 2 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 688 1014 454 32 371 166 217 2463 159 54 1600 747 Arrive On Green 0.20 0.29 0.29 0.02 0.10 0.10 0.06 0.50 0.50 0.06 0.94 0.94 Sat Flow, veh/h 3442 3539 1583 1774 3539 1583 3442 4883 314 1774 3390 1583 Grp Volume(v), veh/h 582 76 408 22 27 27 152 169 92 43 674 391 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1774 1770 1583 1721 1695 1807 1774 1695 1583 Q Serve(g_s), s 16.3 1.6 24.8 1.2 0.7 1.6 4.3 2.6 2.7 2.4 1.9 2.7 Cycle Q Clear(g_c), s 16.3 1.6 24.8 1.2 0.7 1.6 4.3 2.6 2.7 2.4 1.9 2.7 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.17 1.00 1.00 Lane Grp Cap(c), veh/h 688 1014 454 32 371 166 217 1710 912 54 1600 747 V/C Ratio(X) 0.85 0.07 0.90 0.68 0.07 0.16 0.70 0.10 0.10 0.79 0.42 0.52 Avail Cap(c_a), veh/h 895 1310 586 89 566 253 275 1710 912 106 1600 747 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 0.70 0.70 0.70 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 38.5 26.0 34.3 48.8 40.4 40.8 45.9 12.9 12.9 46.6 1.5 1.6 Incr Delay (d2), s/veh 4.3 0.0 10.5 21.9 0.1 0.5 5.5 0.1 0.2 21.9 0.8 2.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 8.2 0.8 12.1 0.8 0.3 0.7 2.2 1.2 1.4 1.5 0.9 1.4 LnGrp Delay(d),s/veh 42.8 26.0 44.8 70.7 40.4 41.2 51.4 13.0 13.2 68.5 2.4 4.2 LnGrp LOS D C D E D D D B B E A A Approach Vol, veh/h 1066 76 413 1108 Approach Delay, s/veh 42.3 49.5 27.2 5.6 Approach LOS D D C A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.1 54.4 5.8 32.7 10.3 51.2 24.0 14.5 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 36.0 5.0 37.0 8.0 34.0 26.0 16.0 Max Q Clear Time (g_c+i1), s 4.4 4.7 3.2 26.8 6.3 4.7 18.3 3.6 Green Ext Time (p_c), s 0.0 6.9 0.0 1.9 0.1 6.8 1.7 2.1 Intersection Summary HCM 2010 Ctrl Delay 24.9 HCM 2010 LOS C Notes User approved pedestrian interval to be less than phase max green. Page 1
HCM 2010 Signalized Intersection Summary Long Range Total AM Peak Hour 2: Holly Street & 152nd Ave 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 75 15 240 40 15 5 290 370 15 10 495 105 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 82 16 261 43 16 5 315 402 16 11 538 114 Adj No. of Lanes 1 2 1 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 383 663 296 301 439 131 611 3083 122 587 2172 451 Arrive On Green 0.05 0.19 0.19 0.03 0.16 0.16 0.22 1.00 1.00 0.01 0.51 0.51 Sat Flow, veh/h 1774 3539 1583 1774 2690 801 1774 5019 198 1774 4222 876 Grp Volume(v), veh/h 82 16 261 43 10 11 315 271 147 11 430 222 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1721 1774 1695 1828 1774 1695 1708 Q Serve(g_s), s 3.8 0.4 16.0 2.0 0.5 0.5 8.6 0.0 0.0 0.3 7.0 7.3 Cycle Q Clear(g_c), s 3.8 0.4 16.0 2.0 0.5 0.5 8.6 0.0 0.0 0.3 7.0 7.3 Prop In Lane 1.00 1.00 1.00 0.47 1.00 0.11 1.00 0.51 Lane Grp Cap(c), veh/h 383 663 296 301 289 281 611 2082 1123 587 1744 879 V/C Ratio(X) 0.21 0.02 0.88 0.14 0.04 0.04 0.52 0.13 0.13 0.02 0.25 0.25 Avail Cap(c_a), veh/h 397 920 412 358 460 448 699 2082 1123 639 1744 879 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.99 0.99 0.99 1.00 1.00 1.00 Uniform Delay (d), s/veh 32.0 33.2 39.6 33.5 35.2 35.2 7.4 0.0 0.0 11.3 13.5 13.5 Incr Delay (d2), s/veh 0.3 0.0 14.9 0.2 0.0 0.1 0.7 0.1 0.2 0.0 0.3 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 1.9 0.2 8.2 1.0 0.2 0.3 4.0 0.0 0.1 0.1 3.4 3.6 LnGrp Delay(d),s/veh 32.2 33.2 54.5 33.7 35.3 35.3 8.1 0.1 0.2 11.4 13.8 14.2 LnGrp LOS C C D C D D A A A B B B Approach Vol, veh/h 359 64 733 663 Approach Delay, s/veh 48.5 34.2 3.6 13.9 Approach LOS D C A B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.1 65.4 6.8 22.7 15.0 55.5 9.2 20.3 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 48.0 6.0 26.0 16.0 36.0 6.0 26.0 Max Q Clear Time (g_c+i1), s 2.3 2.0 4.0 18.0 10.6 9.3 5.8 2.5 Green Ext Time (p_c), s 0.0 5.1 0.0 0.7 0.5 4.8 0.0 1.1 Intersection Summary HCM 2010 Ctrl Delay 17.3 HCM 2010 LOS B Page 2
HCM 2010 Signalized Intersection Summary Long Range Total AM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 130 870 100 20 465 35 150 5 35 75 5 215 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 141 946 109 22 505 38 163 5 38 82 5 234 Adj No. of Lanes 1 3 0 1 3 0 1 1 0 1 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 338 1451 167 177 1313 98 577 88 666 752 15 697 Arrive On Green 0.06 0.31 0.31 0.02 0.27 0.27 0.06 0.47 0.47 0.04 0.45 0.45 Sat Flow, veh/h 1774 4627 532 1774 4829 360 1774 187 1424 1774 33 1555 Grp Volume(v), veh/h 141 692 363 22 353 190 163 0 43 82 0 239 Grp Sat Flow(s),veh/h/ln 1774 1695 1769 1774 1695 1799 1774 0 1611 1774 0 1588 Q Serve(g_s), s 5.6 17.6 17.7 0.9 8.5 8.6 5.0 0.0 1.5 2.5 0.0 9.8 Cycle Q Clear(g_c), s 5.6 17.6 17.7 0.9 8.5 8.6 5.0 0.0 1.5 2.5 0.0 9.8 Prop In Lane 1.00 0.30 1.00 0.20 1.00 0.88 1.00 0.98 Lane Grp Cap(c), veh/h 338 1063 555 177 922 489 577 0 754 752 0 712 V/C Ratio(X) 0.42 0.65 0.65 0.12 0.38 0.39 0.28 0.00 0.06 0.11 0.00 0.34 Avail Cap(c_a), veh/h 338 1559 814 251 1559 828 577 0 754 787 0 712 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.92 0.92 0.92 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 23.5 29.6 29.6 26.5 29.6 29.6 13.9 0.0 14.6 13.7 0.0 17.9 Incr Delay (d2), s/veh 0.8 0.7 1.3 0.3 0.2 0.5 1.2 0.0 0.1 0.1 0.0 1.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 2.8 8.4 8.9 0.4 4.0 4.3 2.6 0.0 0.7 1.2 0.0 4.5 LnGrp Delay(d),s/veh 24.3 30.3 30.9 26.8 29.8 30.1 15.1 0.0 14.7 13.8 0.0 19.2 LnGrp LOS C C C C C C B B B B Approach Vol, veh/h 1196 565 206 321 Approach Delay, s/veh 29.8 29.8 15.0 17.8 Approach LOS C C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.0 50.8 5.8 35.4 10.0 48.8 10.0 31.2 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 26.0 6.0 46.0 6.0 26.0 6.0 46.0 Max Q Clear Time (g_c+i1), s 4.5 3.5 2.9 19.7 7.0 11.8 7.6 10.6 Green Ext Time (p_c), s 0.0 1.8 0.0 11.7 0.0 1.5 0.0 13.1 Intersection Summary HCM 2010 Ctrl Delay 26.8 HCM 2010 LOS C Page 1
HCM 2010 Signalized Intersection Summary Long Range Total AM Peak Hour 10: Holly Street & Bradley Pkwy 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 35 10 145 110 15 10 105 630 35 5 755 15 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 38 11 158 120 16 11 114 685 38 5 821 16 Adj No. of Lanes 1 2 0 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 291 222 198 239 366 227 538 3130 173 515 3066 60 Arrive On Green 0.03 0.13 0.13 0.07 0.17 0.17 0.09 1.00 1.00 0.01 1.00 1.00 Sat Flow, veh/h 1774 1770 1583 1774 2100 1302 1774 4932 272 1774 5135 100 Grp Volume(v), veh/h 38 11 158 120 13 14 114 470 253 5 542 295 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1633 1774 1695 1815 1774 1695 1845 Q Serve(g_s), s 1.9 0.5 9.7 5.7 0.6 0.7 2.4 0.0 0.0 0.1 0.0 0.0 Cycle Q Clear(g_c), s 1.9 0.5 9.7 5.7 0.6 0.7 2.4 0.0 0.0 0.1 0.0 0.0 Prop In Lane 1.00 1.00 1.00 0.80 1.00 0.15 1.00 0.05 Lane Grp Cap(c), veh/h 291 222 198 239 308 284 538 2151 1151 515 2024 1102 V/C Ratio(X) 0.13 0.05 0.80 0.50 0.04 0.05 0.21 0.22 0.22 0.01 0.27 0.27 Avail Cap(c_a), veh/h 351 425 380 337 549 506 569 2151 1151 613 2024 1102 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.95 0.95 0.95 Uniform Delay (d), s/veh 36.8 38.5 42.5 33.4 34.4 34.4 6.0 0.0 0.0 7.9 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.1 7.1 1.6 0.1 0.1 0.2 0.2 0.4 0.0 0.3 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.9 0.3 4.6 2.9 0.3 0.3 1.2 0.1 0.1 0.1 0.1 0.2 LnGrp Delay(d),s/veh 37.0 38.6 49.6 35.0 34.4 34.5 6.2 0.2 0.4 7.9 0.3 0.6 LnGrp LOS D D D C C C A A A A A A Approach Vol, veh/h 207 147 837 842 Approach Delay, s/veh 46.7 34.9 1.1 0.4 Approach LOS D C A A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 4.5 67.5 11.5 16.5 8.3 63.7 6.6 21.4 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 6.0 41.0 13.0 24.0 6.0 41.0 6.0 31.0 Max Q Clear Time (g_c+i1), s 2.1 2.0 7.7 11.7 4.4 2.0 3.9 2.7 Green Ext Time (p_c), s 0.0 12.8 0.1 0.9 0.0 12.8 0.0 1.2 Intersection Summary HCM 2010 Ctrl Delay 7.9 HCM 2010 LOS A Page 4
HCM 2010 TWSC Long Range Total AM Peak Hour 14: Fairfax Dr & Bradley Pkwy 1/30/2015 Intersection Int Delay, s/veh 8.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 70 85 30 50 45 40 45 60 60 45 75 85 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 0 - - 0 - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 76 92 33 54 49 43 49 65 65 49 82 92 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 92 0 0 125 0 0 435 462 63 410 456 46 Stage 1 - - - - - - 261 261-179 179 - Stage 2 - - - - - - 174 201-231 277 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54-6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54-6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1501 - - 1459 - - 505 495 988 526 499 1014 Stage 1 - - - - - - 721 691-805 750 - Stage 2 - - - - - - 811 734-751 680 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1501 - - 1459 - - 371 453 988 409 456 1014 Mov Cap-2 Maneuver - - - - - - 371 453-409 456 - Stage 1 - - - - - - 684 656-764 722 - Stage 2 - - - - - - 630 707-600 646 - Approach EB WB NB SB HCM Control Delay, s 2.8 2.8 13.4 13.1 HCM LOS B B Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 371 621 1501 - - 1459 - - 409 644 HCM Lane V/C Ratio 0.132 0.21 0.051 - - 0.037 - - 0.12 0.27 HCM Control Delay (s) 16.2 12.3 7.5 - - 7.6 - - 15 12.6 HCM Lane LOS C B A - - A - - C B HCM 95th %tile Q(veh) 0.5 0.8 0.2 - - 0.1 - - 0.4 1.1 Page 1
HCM 2010 TWSC Long Range Total AM Peak Hour 16: West Access & Bradley Pkwy 1/22/2015 Intersection Int Delay, s/veh 1.8 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 155 5 10 160 5 15 5 25 5 5 5 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 0 - - 0 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 168 5 11 174 5 16 5 27 5 5 5 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 179 0 0 174 0 0 293 383 87 296 383 90 Stage 1 - - - - - - 182 182-198 198 - Stage 2 - - - - - - 111 201-98 185 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54-6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54-6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1394 - - 1400 - - 637 549 954 634 549 950 Stage 1 - - - - - - 802 748-785 736 - Stage 2 - - - - - - 882 734-898 746 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1394 - - 1400 - - 623 543 954 606 543 950 Mov Cap-2 Maneuver - - - - - - 623 543-606 543 - Stage 1 - - - - - - 799 745-782 730 - Stage 2 - - - - - - 864 728-863 743 - Approach EB WB NB SB HCM Control Delay, s 0.2 0.4 10.1 10.6 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 756 1394 - - 1400 - - 660 HCM Lane V/C Ratio 0.065 0.004 - - 0.008 - - 0.025 HCM Control Delay (s) 10.1 7.6 - - 7.6 - - 10.6 HCM Lane LOS B A - - A - - B HCM 95th %tile Q(veh) 0.2 0 - - 0 - - 0.1 Page 6
HCM 2010 TWSC Long Range Total AM Peak Hour 19: Holly Street & 146th Ave 1/22/2015 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 30 15 770 1005 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 0 - - - Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 33 16 837 1092 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1462 549 1098 0-0 Stage 1 1095 - - - - - Stage 2 367 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 180 411 351 - - - Stage 1 211 - - - - - Stage 2 615 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 172 411 351 - - - Mov Cap-2 Maneuver 190 - - - - - Stage 1 211 - - - - - Stage 2 587 - - - - - Approach EB NB SB HCM Control Delay, s 14.5 0.3 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 351-411 - - HCM Lane V/C Ratio 0.046-0.079 - - HCM Control Delay (s) 15.8-14.5 - - HCM Lane LOS C - B - - HCM 95th %tile Q(veh) 0.1-0.3 - - Page 7
HCM 2010 Signalized Intersection Summary Long Range Total PM Peak Hour 1: Holly Street & 144th Ave 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 385 40 150 35 50 60 345 595 35 50 685 360 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1863 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 418 43 163 38 54 65 375 647 38 54 745 391 Adj No. of Lanes 2 2 1 1 2 1 2 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 505 671 300 48 247 111 457 2873 168 69 1663 777 Arrive On Green 0.15 0.19 0.19 0.03 0.07 0.07 0.13 0.58 0.58 0.08 0.98 0.98 Sat Flow, veh/h 3442 3539 1583 1774 3539 1583 3442 4915 287 1774 3390 1583 Grp Volume(v), veh/h 418 43 163 38 54 65 375 445 240 54 745 391 Grp Sat Flow(s),veh/h/ln 1721 1770 1583 1774 1770 1583 1721 1695 1812 1774 1695 1583 Q Serve(g_s), s 11.8 1.0 9.3 2.1 1.4 4.0 10.6 6.3 6.3 3.0 0.7 0.9 Cycle Q Clear(g_c), s 11.8 1.0 9.3 2.1 1.4 4.0 10.6 6.3 6.3 3.0 0.7 0.9 Prop In Lane 1.00 1.00 1.00 1.00 1.00 0.16 1.00 1.00 Lane Grp Cap(c), veh/h 505 671 300 48 247 111 457 1981 1059 69 1663 777 V/C Ratio(X) 0.83 0.06 0.54 0.79 0.22 0.59 0.82 0.22 0.23 0.78 0.45 0.50 Avail Cap(c_a), veh/h 654 1026 459 106 566 253 585 1981 1059 142 1663 777 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 2.00 2.00 2.00 Upstream Filter(I) 0.96 0.96 0.96 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Uniform Delay (d), s/veh 41.4 33.2 36.6 48.4 43.9 45.1 42.2 9.9 10.0 45.7 0.5 0.5 Incr Delay (d2), s/veh 6.5 0.0 1.5 24.7 0.4 4.9 7.2 0.3 0.5 17.2 0.9 2.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 6.1 0.5 4.2 1.4 0.7 1.9 5.5 3.0 3.3 1.8 0.4 0.7 LnGrp Delay(d),s/veh 48.0 33.3 38.1 73.1 44.4 50.0 49.4 10.2 10.4 62.9 1.4 2.8 LnGrp LOS D C D E D D D B B E A A Approach Vol, veh/h 624 157 1060 1190 Approach Delay, s/veh 44.4 53.7 24.1 4.6 Approach LOS D D C A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.9 62.4 6.7 23.0 17.3 53.0 18.7 11.0 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 8.0 41.0 6.0 29.0 17.0 32.0 19.0 16.0 Max Q Clear Time (g_c+i1), s 5.0 8.3 4.1 11.3 12.6 2.9 13.8 6.0 Green Ext Time (p_c), s 0.0 10.4 0.0 1.3 0.7 10.1 0.9 1.0 Intersection Summary HCM 2010 Ctrl Delay 22.2 HCM 2010 LOS C Notes User approved pedestrian interval to be less than phase max green. Page 1
HCM 2010 Signalized Intersection Summary Long Range Total PM Peak Hour 2: Holly Street & 152nd Ave 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 135 25 315 30 20 5 295 380 55 20 570 85 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1863 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 147 27 342 33 22 5 321 413 60 22 620 92 Adj No. of Lanes 1 2 1 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 455 837 374 292 508 111 550 2526 359 533 2095 307 Arrive On Green 0.08 0.24 0.24 0.02 0.18 0.18 0.04 0.19 0.19 0.02 0.47 0.47 Sat Flow, veh/h 1774 3539 1583 1774 2887 633 1774 4500 640 1774 4480 657 Grp Volume(v), veh/h 147 27 342 33 13 14 321 309 164 22 467 245 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1751 1774 1695 1750 1774 1695 1747 Q Serve(g_s), s 6.5 0.6 21.0 1.5 0.6 0.7 8.4 7.7 7.9 0.6 8.5 8.7 Cycle Q Clear(g_c), s 6.5 0.6 21.0 1.5 0.6 0.7 8.4 7.7 7.9 0.6 8.5 8.7 Prop In Lane 1.00 1.00 1.00 0.36 1.00 0.37 1.00 0.38 Lane Grp Cap(c), veh/h 455 837 374 292 311 308 550 1903 982 533 1585 817 V/C Ratio(X) 0.32 0.03 0.91 0.11 0.04 0.04 0.58 0.16 0.17 0.04 0.29 0.30 Avail Cap(c_a), veh/h 501 956 427 321 354 350 831 1903 982 572 1585 817 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.33 0.33 0.33 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 0.98 0.98 0.98 1.00 1.00 1.00 Uniform Delay (d), s/veh 28.3 29.4 37.2 32.6 34.2 34.2 11.7 21.0 21.1 13.4 16.4 16.5 Incr Delay (d2), s/veh 0.4 0.0 22.2 0.2 0.1 0.1 1.0 0.2 0.4 0.0 0.5 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 3.2 0.3 11.5 0.8 0.3 0.3 4.2 3.6 3.9 0.3 4.1 4.4 LnGrp Delay(d),s/veh 28.7 29.4 59.4 32.8 34.3 34.3 12.6 21.2 21.4 13.4 16.9 17.4 LnGrp LOS C C E C C C B C C B B B Approach Vol, veh/h 516 60 794 734 Approach Delay, s/veh 49.1 33.4 17.8 17.0 Approach LOS D C B B Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.8 60.1 6.4 27.6 15.2 50.8 12.4 21.6 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 49.0 4.0 27.0 27.0 26.0 11.0 20.0 Max Q Clear Time (g_c+i1), s 2.6 9.9 3.5 23.0 10.4 10.7 8.5 2.7 Green Ext Time (p_c), s 0.0 5.8 0.0 0.6 0.8 4.7 0.1 1.4 Intersection Summary HCM 2010 Ctrl Delay 25.6 HCM 2010 LOS C Page 2
HCM 2010 Signalized Intersection Summary Long Range Total PM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 240 495 120 25 660 70 70 5 15 65 5 190 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 261 538 130 27 717 76 76 5 16 71 5 207 Adj No. of Lanes 1 3 0 1 3 0 1 1 0 1 1 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 354 1321 312 268 971 102 630 179 573 610 13 524 Arrive On Green 0.13 0.32 0.32 0.02 0.21 0.21 0.16 0.46 0.46 0.04 0.34 0.34 Sat Flow, veh/h 1774 4110 971 1774 4674 492 1774 391 1251 1774 37 1551 Grp Volume(v), veh/h 261 442 226 27 519 274 76 0 21 71 0 212 Grp Sat Flow(s),veh/h/ln 1774 1695 1691 1774 1695 1776 1774 0 1642 1774 0 1589 Q Serve(g_s), s 11.0 10.2 10.5 1.2 14.3 14.5 2.2 0.0 0.7 2.6 0.0 10.2 Cycle Q Clear(g_c), s 11.0 10.2 10.5 1.2 14.3 14.5 2.2 0.0 0.7 2.6 0.0 10.2 Prop In Lane 1.00 0.57 1.00 0.28 1.00 0.76 1.00 0.98 Lane Grp Cap(c), veh/h 354 1089 544 268 704 369 630 0 752 610 0 536 V/C Ratio(X) 0.74 0.41 0.42 0.10 0.74 0.74 0.12 0.00 0.03 0.12 0.00 0.40 Avail Cap(c_a), veh/h 505 1390 693 302 780 408 630 0 752 611 0 536 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I) 1.00 1.00 1.00 0.74 0.74 0.74 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 25.9 26.5 26.6 30.2 37.1 37.1 13.0 0.0 14.9 20.2 0.0 25.3 Incr Delay (d2), s/veh 3.4 0.2 0.5 0.1 2.5 4.9 0.4 0.0 0.1 0.1 0.0 2.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 5.7 4.8 5.0 0.6 6.9 7.6 1.1 0.0 0.3 1.3 0.0 4.8 LnGrp Delay(d),s/veh 29.3 26.7 27.1 30.3 39.5 42.0 13.3 0.0 14.9 20.3 0.0 27.5 LnGrp LOS C C C C D D B B C C Approach Vol, veh/h 929 820 97 283 Approach Delay, s/veh 27.5 40.1 13.7 25.7 Approach LOS C D B C Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 8.0 49.8 6.1 36.1 20.0 37.8 17.5 24.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 35.0 4.0 41.0 16.0 23.0 22.0 23.0 Max Q Clear Time (g_c+i1), s 4.6 2.7 3.2 12.5 4.2 12.2 13.0 16.5 Green Ext Time (p_c), s 0.0 1.6 0.0 10.8 0.1 1.0 0.5 4.3 Intersection Summary HCM 2010 Ctrl Delay 31.5 HCM 2010 LOS C Page 1
HCM 2010 Signalized Intersection Summary Long Range Total PM Peak Hour 10: Holly Street & Bradley Pkwy 1/22/2015 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 30 10 145 70 10 5 190 695 125 10 865 40 Number 7 4 14 3 8 18 5 2 12 1 6 16 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Adj Sat Flow, veh/h/ln 1863 1863 1900 1863 1863 1900 1863 1863 1900 1863 1863 1900 Adj Flow Rate, veh/h 33 11 158 76 11 5 207 755 136 11 940 43 Adj No. of Lanes 1 2 0 1 2 0 1 3 0 1 3 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, % 2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 284 216 193 191 359 152 531 2853 510 430 3006 137 Arrive On Green 0.02 0.12 0.12 0.05 0.15 0.15 0.04 0.44 0.44 0.02 1.00 1.00 Sat Flow, veh/h 1774 1770 1583 1774 2425 1026 1774 4341 775 1774 4985 228 Grp Volume(v), veh/h 33 11 158 76 8 8 207 588 303 11 639 344 Grp Sat Flow(s),veh/h/ln 1774 1770 1583 1774 1770 1682 1774 1695 1726 1774 1695 1823 Q Serve(g_s), s 1.6 0.5 9.7 3.7 0.4 0.4 4.0 11.0 11.1 0.2 0.0 0.0 Cycle Q Clear(g_c), s 1.6 0.5 9.7 3.7 0.4 0.4 4.0 11.0 11.1 0.2 0.0 0.0 Prop In Lane 1.00 1.00 1.00 0.61 1.00 0.45 1.00 0.12 Lane Grp Cap(c), veh/h 284 216 193 191 262 249 531 2228 1135 430 2044 1099 V/C Ratio(X) 0.12 0.05 0.82 0.40 0.03 0.03 0.39 0.26 0.27 0.03 0.31 0.31 Avail Cap(c_a), veh/h 330 319 285 244 372 353 788 2228 1135 482 2044 1099 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 0.67 0.67 0.67 2.00 2.00 2.00 Upstream Filter(I) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 0.93 0.93 0.93 Uniform Delay (d), s/veh 37.2 38.8 42.8 35.8 36.4 36.5 5.7 12.7 12.7 7.6 0.0 0.0 Incr Delay (d2), s/veh 0.2 0.1 11.1 1.3 0.0 0.1 0.5 0.3 0.6 0.0 0.4 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(50%),veh/ln 0.8 0.3 4.9 1.9 0.2 0.2 2.0 5.3 5.5 0.1 0.1 0.2 LnGrp Delay(d),s/veh 37.3 38.9 53.9 37.2 36.5 36.5 6.1 13.0 13.3 7.6 0.4 0.7 LnGrp LOS D D D D D D A B B A A A Approach Vol, veh/h 202 92 1098 994 Approach Delay, s/veh 50.4 37.1 11.8 0.6 Approach LOS D D B A Timer 1 2 3 4 5 6 7 8 Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.1 69.7 9.0 16.2 10.5 64.3 6.4 18.8 Change Period (Y+Rc), s 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Max Green Setting (Gmax), s 4.0 54.0 8.0 18.0 21.0 37.0 5.0 21.0 Max Q Clear Time (g_c+i1), s 2.2 13.1 5.7 11.7 6.0 2.0 3.6 2.4 Green Ext Time (p_c), s 0.0 17.1 0.0 0.5 0.5 16.1 0.0 1.0 Intersection Summary HCM 2010 Ctrl Delay 11.3 HCM 2010 LOS B Page 4
HCM 2010 TWSC Long Range Total PM Peak Hour 14: Fairfax Dr & Bradley Pkwy 1/30/2015 Intersection Int Delay, s/veh 12.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 130 75 50 60 100 80 30 115 40 70 105 115 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 0 - - 0 - - 0 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 141 82 54 65 109 87 33 125 43 76 114 125 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 196 0 0 136 0 0 633 717 68 669 701 98 Stage 1 - - - - - - 391 391-283 283 - Stage 2 - - - - - - 242 326-386 418 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54-6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54-6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1374 - - 1446 - - 364 354 981 343 361 939 Stage 1 - - - - - - 605 606-700 676 - Stage 2 - - - - - - 740 647-609 589 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1374 - - 1446 - - 202 303 981 200 309 939 Mov Cap-2 Maneuver - - - - - - 202 303-200 309 - Stage 1 - - - - - - 543 544-628 646 - Stage 2 - - - - - - 504 618-402 529 - Approach EB WB NB SB HCM Control Delay, s 4 1.9 23.3 23.3 HCM LOS C C Minor Lane/Major Mvmt NBLn1 NBLn2 EBL EBT EBR WBL WBT WBR SBLn1 SBLn2 Capacity (veh/h) 202 369 1374 - - 1446 - - 200 476 HCM Lane V/C Ratio 0.161 0.457 0.103 - - 0.045 - - 0.38 0.502 HCM Control Delay (s) 26.2 22.7 7.9 - - 7.6 - - 33.6 20 HCM Lane LOS D C A - - A - - D C HCM 95th %tile Q(veh) 0.6 2.3 0.3 - - 0.1 - - 1.7 2.8 Page 1
HCM 2010 TWSC Long Range Total PM Peak Hour 16: West Access & Bradley Pkwy 1/22/2015 Intersection Int Delay, s/veh 1.6 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Vol, veh/h 5 230 10 25 210 10 10 5 15 10 5 10 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - None - - None - - None - - None Storage Length 0 - - 0 - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 5 250 11 27 228 11 11 5 16 11 5 11 Major/Minor Major1 Major2 Minor1 Minor2 Conflicting Flow All 239 0 0 261 0 0 437 559 130 427 560 120 Stage 1 - - - - - - 266 266-288 288 - Stage 2 - - - - - - 171 293-139 272 - Critical Hdwy 4.14 - - 4.14 - - 7.54 6.54 6.94 7.54 6.54 6.94 Critical Hdwy Stg 1 - - - - - - 6.54 5.54-6.54 5.54 - Critical Hdwy Stg 2 - - - - - - 6.54 5.54-6.54 5.54 - Follow-up Hdwy 2.22 - - 2.22 - - 3.52 4.02 3.32 3.52 4.02 3.32 Pot Cap-1 Maneuver 1325 - - 1300 - - 503 436 896 512 436 909 Stage 1 - - - - - - 716 687-695 672 - Stage 2 - - - - - - 814 669-850 683 - Platoon blocked, % - - - - Mov Cap-1 Maneuver 1325 - - 1300 - - 483 425 896 489 425 909 Mov Cap-2 Maneuver - - - - - - 483 425-489 425 - Stage 1 - - - - - - 713 684-692 658 - Stage 2 - - - - - - 781 655-825 680 - Approach EB WB NB SB HCM Control Delay, s 0.2 0.8 11.2 11.5 HCM LOS B B Minor Lane/Major Mvmt NBLn1 EBL EBT EBR WBL WBT WBR SBLn1 Capacity (veh/h) 610 1325 - - 1300 - - 578 HCM Lane V/C Ratio 0.053 0.004 - - 0.021 - - 0.047 HCM Control Delay (s) 11.2 7.7 - - 7.8 - - 11.5 HCM Lane LOS B A - - A - - B HCM 95th %tile Q(veh) 0.2 0 - - 0.1 - - 0.1 Page 6
HCM 2010 TWSC Long Range Total PM Peak Hour 19: Holly Street & 146th Ave 1/22/2015 Intersection Int Delay, s/veh 0.4 Movement EBL EBR NBL NBT SBT SBR Vol, veh/h 0 20 30 1010 1075 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 0 - - - Veh in Median Storage, # 1 - - 0 0 - Grade, % 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 0 22 33 1098 1168 5 Major/Minor Minor2 Major1 Major2 Conflicting Flow All 1675 587 1174 0-0 Stage 1 1171 - - - - - Stage 2 504 - - - - - Critical Hdwy 5.74 7.14 5.34 - - - Critical Hdwy Stg 1 6.64 - - - - - Critical Hdwy Stg 2 6.04 - - - - - Follow-up Hdwy 3.82 3.92 3.12 - - - Pot Cap-1 Maneuver 140 388 322 - - - Stage 1 190 - - - - - Stage 2 522 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 126 388 322 - - - Mov Cap-2 Maneuver 164 - - - - - Stage 1 190 - - - - - Stage 2 469 - - - - - Approach EB NB SB HCM Control Delay, s 14.8 0.5 0 HCM LOS B Minor Lane/Major Mvmt NBL NBT EBLn1 SBT SBR Capacity (veh/h) 322-388 - - HCM Lane V/C Ratio 0.101-0.056 - - HCM Control Delay (s) 17.4-14.8 - - HCM Lane LOS C - B - - HCM 95th %tile Q(veh) 0.3-0.2 - - Page 7
Willow Bend Traffic Impact Analysis Update APPENDIX G. QUEUE ANALYSIS Appendix G
Queues Long Range Total AM Peak Hour 1: Holly Street & 144th Ave 1/23/2015 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 582 76 408 22 27 27 152 261 43 1065 v/c Ratio 0.77 0.09 0.68 0.25 0.12 0.12 0.46 0.09 0.31 0.43 Control Delay 67.9 53.4 44.9 52.9 45.2 1.0 46.7 13.2 43.5 20.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 67.9 53.4 44.9 52.9 45.2 1.0 46.7 13.2 43.5 20.8 Queue Length 50th (ft) 205 19 153 14 8 0 47 30 27 136 Queue Length 95th (ft) 261 51 285 39 22 0 77 54 54 259 Internal Link Dist (ft) 1955 1594 1520 1336 Turn Bay Length (ft) 300 100 100 300 100 Base Capacity (vph) 892 1309 757 88 566 372 339 2815 141 2478 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.65 0.06 0.54 0.25 0.05 0.07 0.45 0.09 0.30 0.43 Intersection Summary Page 1
Queues Long Range Total AM Peak Hour 2: Holly Street & 152nd Ave 1/23/2015 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 82 16 261 43 21 315 418 11 652 v/c Ratio 0.45 0.05 0.71 0.25 0.07 0.50 0.11 0.02 0.21 Control Delay 43.5 40.1 16.3 39.0 33.5 19.8 10.4 5.3 9.2 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 43.5 40.1 16.3 39.0 33.5 19.8 10.4 5.3 9.2 Queue Length 50th (ft) 47 5 0 27 5 107 36 1 56 Queue Length 95th (ft) 81 14 71 49 15 233 77 8 109 Internal Link Dist (ft) 343 2976 2564 1440 Turn Bay Length (ft) Base Capacity (vph) 184 920 604 172 890 694 3829 684 3128 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.45 0.02 0.43 0.25 0.02 0.45 0.11 0.02 0.21 Intersection Summary Page 2
Queues Long Range Total AM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 141 1055 22 543 163 43 82 239 v/c Ratio 0.55 0.70 0.13 0.45 0.23 0.05 0.17 0.41 Control Delay 30.7 32.7 12.8 30.1 12.8 8.8 14.2 5.6 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 30.7 32.7 12.8 30.1 12.8 8.8 14.2 5.6 Queue Length 50th (ft) 68 212 10 132 40 2 18 4 Queue Length 95th (ft) 89 236 m12 118 102 27 50 54 Internal Link Dist (ft) 1360 1955 394 2552 Turn Bay Length (ft) 100 100 150 150 Base Capacity (vph) 256 2318 173 2324 698 803 491 586 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.55 0.46 0.13 0.23 0.23 0.05 0.17 0.41 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Page 1
Queues Long Range Total AM Peak Hour 10: Holly Street & Bradley Pkwy 1/23/2015 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 38 169 120 27 114 723 5 837 v/c Ratio 0.19 0.48 0.44 0.05 0.25 0.21 0.01 0.28 Control Delay 32.6 13.7 37.3 26.0 4.7 3.3 7.2 11.5 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 32.6 13.7 37.3 26.0 4.7 3.3 7.2 11.5 Queue Length 50th (ft) 20 3 64 4 6 14 1 82 Queue Length 95th (ft) 44 35 109 16 m26 46 m5 136 Internal Link Dist (ft) 1970 1724 1140 2564 Turn Bay Length (ft) Base Capacity (vph) 197 850 293 1037 460 3453 505 2979 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.19 0.20 0.41 0.03 0.25 0.21 0.01 0.28 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Page 4
Queues Long Range Total PM Peak Hour 1: Holly Street & 144th Ave 1/23/2015 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT Lane Group Flow (vph) 418 43 163 38 54 65 375 685 54 1136 v/c Ratio 0.73 0.06 0.37 0.37 0.22 0.23 0.68 0.24 0.36 0.49 Control Delay 55.1 47.3 28.6 55.4 45.6 1.9 45.9 13.4 40.3 19.7 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 55.1 47.3 28.6 55.4 45.6 1.9 45.9 13.4 40.3 19.7 Queue Length 50th (ft) 144 14 40 24 17 0 117 84 30 158 Queue Length 95th (ft) 189 32 103 57 36 0 158 125 58 230 Internal Link Dist (ft) 1955 1594 1520 1336 Turn Bay Length (ft) 300 100 100 300 100 Base Capacity (vph) 652 1026 574 106 566 408 610 2811 161 2300 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.64 0.04 0.28 0.36 0.10 0.16 0.61 0.24 0.34 0.49 Intersection Summary Page 1
Queues Long Range Total PM Peak Hour 2: Holly Street & 152nd Ave 1/23/2015 Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 147 27 342 33 27 321 473 22 712 v/c Ratio 0.60 0.06 0.69 0.23 0.11 0.54 0.13 0.04 0.24 Control Delay 45.6 36.8 12.0 35.9 37.7 18.4 12.2 6.0 11.8 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 45.6 36.8 12.0 35.9 37.7 18.4 12.2 6.0 11.8 Queue Length 50th (ft) 81 7 0 17 7 83 42 4 79 Queue Length 95th (ft) 132 20 79 40 20 220 86 12 134 Internal Link Dist (ft) 343 2976 2564 1440 Turn Bay Length (ft) Base Capacity (vph) 255 955 677 145 692 765 3520 615 2919 Starvation Cap Reductn 0 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.03 0.51 0.23 0.04 0.42 0.13 0.04 0.24 Intersection Summary Page 2
Queues Long Range Total PM Peak Hour 6: Lewis Pointe/Fairfax Dr & 144th Ave 1/30/2015 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 261 668 27 793 76 21 71 212 v/c Ratio 0.66 0.34 0.12 0.74 0.13 0.03 0.17 0.40 Control Delay 28.5 19.5 21.1 51.4 16.5 11.6 19.0 7.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 28.5 19.5 21.1 51.4 16.5 11.6 19.0 7.9 Queue Length 50th (ft) 105 99 15 197 26 2 24 10 Queue Length 95th (ft) 173 122 m22 241 56 18 54 70 Internal Link Dist (ft) 1360 1955 394 2552 Turn Bay Length (ft) 100 100 150 150 Base Capacity (vph) 449 2065 222 1171 564 682 417 525 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.58 0.32 0.12 0.68 0.13 0.03 0.17 0.40 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Page 1
Queues Long Range Total PM Peak Hour 10: Holly Street & Bradley Pkwy 1/23/2015 Lane Group EBL EBT WBL WBT NBL NBT SBL SBT Lane Group Flow (vph) 33 169 76 16 207 891 11 983 v/c Ratio 0.17 0.48 0.39 0.05 0.46 0.24 0.02 0.31 Control Delay 35.4 13.7 42.2 32.9 12.4 5.1 5.5 9.9 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 35.4 13.7 42.2 32.9 12.4 5.1 5.5 9.9 Queue Length 50th (ft) 18 3 47 3 32 28 2 94 Queue Length 95th (ft) 43 35 80 13 102 109 m7 149 Internal Link Dist (ft) 1970 1724 1140 2564 Turn Bay Length (ft) Base Capacity (vph) 196 677 204 712 612 3679 459 3174 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.17 0.25 0.37 0.02 0.34 0.24 0.02 0.31 Intersection Summary m Volume for 95th percentile queue is metered by upstream signal. Page 4
Willow Bend Traffic Impact Analysis Update APPENDIX H. CITY OF THORNTON ROADWAY CROSS SECTIONS Appendix H